Engine Brake in Tips!


Pre Startup and Startup of an engine can be stressfull. At Custom Import Arts we try to overcome all
surprizes, murphy is everywhere. Making sure an engine is lubricated before your first startup is one basic step.
We prefer to use Engine Assembly Greases dedicated for engine building instead of oils as they seat better in place while
the engine builds are in procces and while the projects wait on finalizing. We also oil pressurize an engine before firing it up and
The first oils only stay on for just a few minutes after being flushed and checked on possible metals to prefent damage due to unforseen
grinding or metals residues in the engines, you never know what went wrong where, we work with humans, a weak connection in the chain.
Hence the reason your startup bill and fluids/ filters consumption in the invoice might look higher, its there for a good reason.

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The consensus of engine builders back in the old days was that the engine should be ” bed in” for its first 1000 or 1500 km of life.
This procedure was believed to achieve optimum ring seal. Also very easy on the valve train, allowing the mechanical or hydraulical lifters
to establish a proper wear pattern with the camshaft lobes. One could argue that the finish on the cylinders was not plateau honed back in the day
and the quality of the piston ring was  not close to the materials and tolerances used today, one could also argue that th elow service live and higher
oil consumption of these 60’s and 70’s  engines was the direct result of the rings not establishing a proper seal early on.
Me myself always keep this part as a security. My experience in the last decade told me there are only cons on driving and braking in your engine
for a while after having build it. First brake in should always be done on a dyno. As on the dyno you are easy to keep up with possible issues and faults
are easly looked at. After that you should still always drive the car decent for some time to make sure no loose ends popup, offcourse every project is diffrent
and a race car is not a streetcar, bare in mind all have diffrent approches.
The quality of todays piston rings represent a massive jump in technology. The materials are far better, the manufacturing processes are better and the
coatings on the rings and pistons skirts are far better. At the same time, the techniques used to hone cylinders by the better machines provides a near
“broke in ” finish for the rings which also accelerates the break-in procedure process. These factors have led to a school of thought with the engine break-in
described as “controlled aggression”. This technique descibes to either three complete fourth gear pulls on a chassis dyno or a similar number of
five to seven second fourth gear wide open throttle blasts on the street. this tough only works when you have an already mapped and callibrated Engine
Management System. The belief is that the additional load produces the best finishing seal for the rings. This agression is controlled because there is no benifit.
to driving the car like a you stole it. A series of full, steady and strong pulls on the engine while it’s still young tends to deliver the best results on today’s engines. That means giving your brand new car a few full throttle blasts won’t hurt it,  at least, when the mapping is done write before, it will likely more help it.