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The dosages of the preparations are selected so that they are sufficient to regenerate the friction surface of the engine (bushings, rings, camshaft, oil pump elements) and the friction surface of the gear teeth. Small doses (4 ml) of concentrated preparations are desirable and beneficial because:
Application of Ceramizers® increases and equalizes the compression pressure in the cylinders, and indirectly – reduces oil consumption, if the cause of these phenomena (reduced pressure of the end of compression and excessive oil consumption) is the wear of the cylinder liner-ring steam, but within the limits of normal operating consumption (i.e. there is no limit wear of any of these elements and none of the rings is damaged or blocked). However, if the cause of oil loss are valve sealants, they should be replaced with new ones (there is no friction of metal against metal and therefore no ceramic layer is formed). However, it is possible to use Ceramizers® prophylactically.
Ceramizer is an original, originally existing on the market preparation – brand, present since 2003 in trade. Today, Ceramizer Sp z o.o. – the owner of the Ceramizer brand, has over 1500 distributors in the country and many foreign partners, is the owner of unique know-how on the basis of which it is constantly expanding the range of offered specialist preparations. Ceramizator – a separate and independent brand existing recently, introducing to the market a preparation whose name is probably intentionally to refer to the trademarked traditional brand of additives for engine oil and fuel – Ceramizer.
These preparations (Militec, Xeramic, Modifier Plus or Motor-Life) are not equivalent to those from our offer. Our preparation is a Ceramizer of the surface of friction vapors – a® ceramic-metal layer is produced on the surface of metals. In this way, the friction steam (metal-metal) is regenerated. Ceramizers® are not so-called. “oil thickeners”, “motodoctors” (1 dose is 4 ml), and the ceramization effect persists after oil change (in the case of an engine up to 70 thousand km of mileage).The use of Ceramizers® would be more effective if no other technologies that create anti-friction coatings on friction surfaces were used before. Before using Ceramizer,® we suggest removing the previously formed layers – this can be done during normal operation, but it takes quite a long time (at least 2 oil change periods). However, Ceramizers® can be used after previous application of other additives, but then the ceramic-metal layer will form more slowly.
It is allowed to use Ceramiers for engine oil with molybdenum disulfide (MoS2) in a situation in which a ceramic-metal coating has been created in advance. For example, the user applied Ceramizer to a standard oil (without MoS2) and drove 1500 km, after which he >decided to change the oil to a new one with the addition of MoS2. In such a situation, oil with the addition of MoS2 can be used. However, in a situation where Ceramizer has not been used before and there is no ceramic-metal layer on the friction surfaces, it is not advisable to use Ceramizer for oil containing MoS2. Ceramizer can compete with molybdenum disulfide for “access” to metal friction surfaces and the formation of a protective layer, which in turn may lead to a prolongation of the ceramization process. In such a situation, we recommend choosing an oil without the addition of MoS2 or accepting the fact that the ceramization process is about 2 times longer.
It depends on how many kilometers the oil change is planned. If the oil change is planned within less than 1500 km (e.g. in 800 km), it is better to use Ceramizer after the oil change. If, on the other hand, the oil change is planned in more than 1500 km (e.g. 3000 km), Ceramizer can still be used for the current oil.
The ceramic-metal layer, which is produced as a result of the action of the preparation, improves the tightness of the rings with the sleeve, but in the case of valve sealants (valve guides) it is a completely different matter – because there is no metal-metal friction there). Sealants must therefore be absolutely replaced and the effectiveness of tightness of the rings with the cylinder depends on the state of wear of the rings – if there is already a limit wear, then significant amounts of the preparation would have to be used, and this does not make sense. In addition, the most common cause of oil losses (in addition to the aforementioned guide sealants) is damage or significant wear of the scraper rings – they have a specific structure and in the event of disappearance, the so-called ” scraper rings. shelves (scraper edges) will not help anything anymore – except, of course, the replacement of tribological pairs (rings, piston, cylinder).Ceramizers, however, are affordable® enough that you can try – in any case, they will not hurt, and the effect can be.
The use of Ceramizers® does not cause any negative side effects, including technological ones.
As for Teflon coatings, these are polymers (plastics) that, apart from a low coefficient of friction, do not contribute anything. In addition, they are not resistant to the thermal conditions prevailing in the engine and after a short time polymer chains break to form completely different materials, whose particles in the form of flakes accumulate m.in. in oil channels, causing damage.The company that introduced these products to the market no longer admits to them – those that still vegetate on the market most often come from other manufacturers. The use of Teflon without special risk – can take place in gears and less loaded. Ceramizers®, as the name suggests – cause the formation of a ceramic-metal layer with extraordinary strength properties and resistance to abrasion and temperature, besides they have a very low coefficient of friction (10 times harder than steel and their coefficient of friction is about 8 times lower than the steel-steel pair). The durability of ceramic-metal layers is comparable to carburized surfaces and estimated at about 70,000 km of vehicle mileage, although they often reach the limit of 150,000 km of mileage.In addition, Ceramizers® additionally contain components (GP particles) that improve the physical properties of the oil in terms of its adhesion to metal surfaces. This is called. oil magnetization.
There are no contraindications.
Ceramizers are completely safe for new engines upon arrival, i.e. those that have a mileage of more than 5,000. Miles. Many users use Ceramizer for new cars with a running-in engine to prophylactically protect the engine from wear and maintain its nominal parameters during operation.
The engine works very quietly, but there is a large smoke (the oil from the tube from the bayonet is not yet flying, but you can hear and see that there are already blows). If the blow-offs are the result of wear of the tribological pair smooth-rings, then the effect should be expected (it still depends on the extent to which this wear occurred), but if the cause is, for example, damage to the rings or leakage on the surface of the underhead gasket, we do not recommend this method. You just need to diagnose – then it will be possible to apply the right repair technology. We offer compression pressure measurement and oil test – this is the cheapest form of checking and at the same time its accuracy is sufficient.
There is no rule and no need to use Ceramizer only for fresh oil – there is no need to change the oil when using Ceramizer. It can be used immediately if there are e.g. 5,000 to be replaced. Miles.It is important that after using Ceramizer do not change the oil for 1500 km – this is enough to form a ceramic-metal layer on the friction surfaces. Therefore, in cases where, for example, an oil change is planned in 500 km, it is better to change the oil first and only after changing the oil use Ceramizer (after 500 km the oil together with Ceramizer would be fused – and this is too short for the ceramic-metal layer to fully form).
The main difference is the shorter mileage during which a ceramic-metal layer is formed and due to the thinner layer, shorter durability of protection of metal surfaces. In the case of Ceramizer CSX, the layer will form after about 100 km (for comparison, in the case of CS it takes 1500 km). On the other hand, the ceramic-metal layer after the addition of CSX is durable for about 10,000 km, while the durability of the layer after adding the CS product is about 70,000 km. Ceramizer CSX is a product designed for engines used extremely (motorsport) and wherever the ceramic-metal layer should be created as quickly as possible, e.g. vehicles overcoming small mileage such as motorcycles and vintage cars or boats used as a hobby / seasonal.
This is how Ceramizer Extreme CSX can be used for, among others, passenger cars to accelerate the ceramization process – the ceramic-metal layer is formed after 100 kilometers. The main purpose for which Ceramizer Extreme was created was to accelerate the ceramization process, because in motorsport there is no time to “drive 1500 km” to form a ceramic-metal layer. This product can also be successfully used in ordinary passenger cars (which are not intended for sport) or in other vehicles in which there is “no time” to create a layer for 1500 km – as in the case of the CS product.
Your thoughts are correct, in the case of a long infusion of oil, it is preferable to mix Ceramizers with 100-150 ml of warm oil and only pour such a mixture into the oil infusion. In the case of high-speed motorcycle engines spinning, for example, up to 13,000 rpm, should the rule of reduced engine speed up to 2000 rpm be followed during the first 100km after Ceramizer application? In the case of a motorcycle, revolutions below half of the achievable revolutions should be assumed, i.e. preferably below 6000 rpm. It is important to try to maintain 100 kilometers lower revs in this first period. Failure to adhere to this recommendation may result in the layer formation process being extended to 1500-2000 km (this is the only negative effect).
Oil consumption of 2 l/1000 km is not (?) due to natural engine wear. It is necessary to diagnose the engine in this respect beforehand, because the probable cause may also be damage to the scraper ring or leakage of valves or damage to valve guide seals, but it is also impossible to exclude leakage of the oil system including the defect of the head gasket. The use of Ceramizer® in such a situation (without knowing the cause of oil consumption, although it certainly does not hurt) is conditional and does not have to bring the expected results in terms of significant reduction of oil consumption, because Ceramizer® cannot remove the damage that was mentioned earlier. As for the suspicion of harmful effects of the preparation on the engine – it is simply impossible, unless the oil filter does not let the oil itself through, because the particles of the preparation have dimensions comparable to the molecules of natural oil additives and their amount does not exceed 1 gram. As for the trouble when disassembling the engine, (as far as I understand the question) it depends on the professionalism of the workshop employee performing these activities and especially compliance with the instructions for repairing this engine.
Unfortunately – Ceramizers® are not sealants (oil thickeners) and none of the preparations we offer is suitable for such applications. They do not work if the friction pairs are not metal as they are (rubber-steel). Ceramizer® creates only on metal-to-metal friction surfaces a ceramic-metal coating with unusual properties (low coefficient of friction and high hardness), regenerating them.
The reasons for the noise of hydraulic tappets can be different, most often, it is the obstruction of calibrated holes and the inactivation of the automatic clearance adjustment function – then it is probably impossible to predict 100% improvement, because the preparation also contains a deposit dissolving agent, but whether it will clear a small amount of these holes, it is difficult to predict. Another reason may simply be the wear of the surface of the pusher cooperation – then it is often possible to eliminate or at least reduce the noise after using the preparation in one dose.
The type of oil does not matter. It does not affect the effectiveness of ceramization.
If the rinse is added at least 1500 km from the application of Ceramizer, it will not affect the created ceramic-metal layer and will not remove it.
Ceramizer can be used for the oil to which the moto-doctor was used, but in this case the ceramization process may take longer. You can also use a motodoctor for oil with ceramizer, but we do not recommend such action due to the possibility of mutually eliminating the benefits of both preparations.
In the case of operational non-limit wear of the oil pump and shells, Ceramizer has a significant chance to rebuild the friction surfaces of the pump teeth and the friction surfaces of the shells, with the proviso that the formation of a ceramic-metal layer on the shells will take about 3000 km of mileage.
We do not suppose that any of the symptoms in the operation of the engine or any of the mechanisms after the use of Ceramizer® can be considered a negative phenomenon, we have not had any negative comments in the entire history of using Ceramizers®.
At least after 3-5 thousand kilometers, so that the details during this mileage reach.
The DPF / FAP – particulate filter is a metal can filled inside with metal or ceramic fibers on which soot particles are deposited, which under certain conditions of operation of the vehicle are burned. Ceramizer does not change the rheological parameters of the oil, does not cause the formation of soot particles, sulfate ashes, phosphorus, sulfur, therefore, it does not affect the work of the DPF / FAP filter and can be safely used in engines with DPF / FAP.
As for the integral component of the supercharged piston engine, yes, a significant number of them have been treated with Ceramizer® (it is about turbocharging). The effects, as planned, improved the quality of the bearing arrangement and thus the efficiency of the turbine (in the turbine-compressor unit) – which is important for the durability and reliability of the turbocharger unit.
Yes, because it is there that the most spectacular changes take place, verifiable effectiveness of the preparation, even without the use of instruments. Of course, there is also a ceramization process on the shaft pins and shells, but to a lesser extent (a thinner layer on the soft bearing alloy shells)… As for the timing, of course, there is a comparatively deposited ceramic-metal layer, as well as on other elements with friction surfaces steel-steel and cast iron steel, so all these elements are covered by the process (all, in contact with oil and contact friction).
Ceramizer can be used in motors with a nickel coating. The process of creating a ceramic-metal coating will take place as on cast iron surfaces with a difference in the time of construction of the ceramic-metal layer. In standard engines without a nickel coating, this process takes 1500 km, while in the case of surfaces with a nikasil coating, the process of creating a ceramic-metal layer takes length and takes about 2,000 km.
Ceramizer in this case will not help, it is absolutely necessary to replace the gasket under the head.
Ceramizers are recommended to be used immediately after oil change.
When it comes to VANOS, the basic problem is the gasket that hardens over the years, its leakage causes that vanos does not turn on properly (the car “loses” power). This gasket must be replaced – because Ceramizer does not affect the rubber elements. As for the Metal Bearing of Vanos, there is a chance that Ceramizer will rebuild the bearing raceway to some extent and thus silence the characteristic “rattling” of Vanos.
If the engine does not take oil, both doses can be used at once. If the engine takes oil, the first dose should be used first and then after driving about 500 km the second dose. As for the procedures – at the first dose, after adding, leave the engine running for 10 minutes at idle and try not to exceed the engine speed above 2700 rpm for 200 km after applying the first dose. At the second dose, after using ceramizer, the engine should also be left idling for 10 minutes, while the 2700 rpm limits can be shortened after application from 200 km to 50 km.
The use of Ceramizers does not change the parameters of gaskets.
Ceramizer in this case will not help, it is absolutely necessary to replace the gasket under the head.
The basis for the action of the preparations is the process of creating a ceramic-metal layer during the operation of the unit, so you have to wait a bit for the full effect, however, the additives contained in the preparation allow you to obtain “anti-seizure” protection from the moment the agent is introduced into the oil (GP particles – magnetizing oil and other components isolating the metal-metal friction pair). However, it should be remembered that the main feature of Ceramizers is the creation of® a difficult to wear ceramic-metal layer and the use of the preparation for new parts (e.g. after renovation) will not allow for the proper course of the process of their lapping – you need to reach new parts during operation, and only then apply the preparation.
Indeed – blue speech bubble can indicate oil burning. Where it comes from, it is difficult to say unequivocally on the basis of the information that you have given. Maybe it is damage to the scraper ring, the gasket may be damaged, or oil may enter the chamber through the regurgitation valve . You can determine the cylinder in which a leak is to be expected, based on the appearance of the spark plug (its insulator and the surface of the external electrode). More accurate data about the side from which the leak occurs can be obtained by measuring the compression pressure along with the oil test – at this stage it is probably all I can help with. You can try to get information whether there was any damage to the underhead gasket – please carefully unscrew the refrigerant filler cap during engine operation – usually in the event of damage to the gasket, the blow from under it is also noticeable in the water space, which is manifested by the rapid ejection of fluid by the filler – but it does not have to be done to the water space but will be limited, for example, to the space of the block in the oil system and then it will not detect unequivocally such damage. Nevertheless, you can try.
The use of ceramization technology is justified in the case of an observed drop in compression pressure and here the effects should be expected. Before introducing the preparation into the oil, however, we suggest conducting a compression pressure test together with an oil test, in order to possibly exclude other than natural wear and tear, the causes of pressure drop – as well as to objectively determine the effectiveness of the technology (by measuring the pressure again after a certain course). As for the oil discharges by the turbocharger: we do not think that in the case of already visible effects of this phenomenon, the consumption does not exceed the limit … and here you probably can not do without replacing the bearing or even the entire turbocharger.
It is a pity that the oil test was not carried out (and it was already so close!) because now it is difficult to determine the source of the blow- and it can be through the cylinder and rings, but the upper part, i.e. the gasket and valves, cannot be excluded. I would rather suspect the latter eventuality, because for diesel it does not take much of this oil, and with the lock of the rings it would rather be expected. If we assume that the cause of the leak is damage or blockage of the sealing rings (which I rather doubt), then you can try a fuel preparation that causes catalytic burning of oil carbon deposits and can unlock the ring if it is not cracked but only “baked”. After this procedure and driving on 20 l of diesel fuel should turn out something – the fuel product is not expensive you can try. However, if there is something wrong with the gasket, you know what you need to do, but you first need to check it with an oil test. In addition, it would be good to listen to the motor around the work of the rings, maybe it will be possible to salivate the cracked ring (this is a very characteristic spectrum in the high frequency range in the stethoscope). Once it turns out that the cause is the natural wear of the sealing rings, Ceramizer® can then be used.
Steel friction surfaces of synchronizers are usually covered with molybdenum (to increase their service life). When operating with extremely frequent and vigorous shifting of gears and in addition with the use of too much force – these surfaces are damaged (wiped), which consequently causes difficulties in equalizing the speed of the synchronizer elements during gear switching, and then a longer time is needed to switch gears and in addition using more force. Ceramizer® causes the reconstruction of the layer (although not molybdenum, but with similar friction properties) resistant to abrasion and in addition very durable and hard – consequently improving the functions of the synchronizer. However, the regeneration process takes place only when the wear processes are not extended beyond the limit or there is emergency wear or permanent damage to the components.
It all depends on the type of damage. If it is a loss of the protective layer (most often molybdenum) it will help, but if it is permanent damage, e.g. chipping of coupling hooks – then there is no reason to count on a miracle. And by the way: not every gearbox has a synchronized I-th gear, and then there is already a problem.
If the cause is a damaged (torn) molybdenum layer on the friction surfaces of synchronizers, then, of course- it will help.
In the construction of the scooter drive system, dry automatic transmissions are usually used, which do not come into contact with oil. In this type of mechanisms (which do not come into contact with oil), the use of Ceramizers® is not possible. Ceramization technology requires oil as a carrier for Ceramizer® molecules and metal particles. Nevertheless, it is recommended to use Ceramizers® for two- or four-stroke engines in scooters, respectively.
However, ceramizer CB should be diluted in about 100 ml of the oil used in the box before use. The preparation will protect and regenerate the gears in the field of bearing, thus silencing its work.
Ceramizer can be used for quads with continuously variable CVT transmission. Which Ceramizer should be used depends on the design of the quad. In most quads, the box is connected to the engine and is lubricated with the same oil as the engine. In this case, Ceramizer should be applied to the CM motorcycle engine. There are also quads with CVT gearbox that have a separate oiling system for the engine and a separate one for the transmission. In this case, Ceramizer CS should be used for the engine, and Ceramizer CB for the transmission.
Unfortunately, ceramizer cannot be used in an automatic transmission. The use of the product in the automatic transmission may (depending on the specific transmission) disturb the operation of the automatic transmission, so we do not recommend using a ceramizer for ASB.
It depends on the design of the friction-increasing mechanism (metal plates or viscous clutches), but just in case, if you do not know exactly the construction of such a mechanism, you should determine with the manufacturer the design of the mechanism and then decide whether or not to use the preparation.
In a gearbox with a torsen mechanism, it is not recommended to use Ceramizers because there could be deregulation of the transmission due to a change in the coefficient of friction in the torsen mechanism.
The difference lies in the composition of additives and gradation of the basic ingredient, while the preparation intended for the engine can (out of necessity) be applied to the box, the opposite is unlikely to be recommended.
The preparation actually forms a ceramic-metal layer with a very low coefficient of friction, but only on metal-to-metal friction surfaces, and wet clutches have only one surface made of metal plates, the other is a plastic material or cork in older structures, and no ceramic-metal film, even the thinnest, will be formed on them. Thus, the active surfaces of the wet clutch do not change their properties.
The probable cause of this type of acoustic effects is already a lot of wear of the main transmission (just not pitting). I suggest using a single dose (it is a concentration that should not be too high to be effective ceramization) and later, depending on the effect: renewing the process (e.g. after driving about 500 km).
There are no contraindications to the use of Ceramizers® in engines that have a common oiling system with the gearbox. It is best to use a preparation intended for motorcycles.
In the construction of the scooter drive system, dry automatic transmissions are usually used, which do not come into contact with oil. In this type of mechanisms (which do not come into contact with oil), the use of Ceramizers® is not possible. Ceramization technology requires oil as a carrier for Ceramizer molecules® and metal particles. Nevertheless, it is recommended to use Ceramizers® for two- or four-stroke engines in scooters, respectively.
The matter is debatable, because Ceramizers®, less intensively deposit the ceramic-metal layer on the friction surfaces of non-ferrous metals, and such include aluminum alloys. Therefore, the regeneration of the friction surface does not bring the same effects as in the case of cast iron (a commonly used material for cylinder liners and cylinder rings). However, in the case in question, there is rather no alternative (you can not roll the bushing to the repair dimension) and you can try the use of the preparation, after all, it is not a significant cost. The regeneration technology of the two-stroke engine differs significantly from the Ceramizer’s® applications in four-strokes. The preparation must be delivered both directly to the cylinder, in the form of a solution with oil, and in a fuel-oil mixture, already during engine operation. If you are interested, please contact us.
Ceramizer® actually forms a ceramic-metal layer with a very low coefficient of friction, but only on metal-to-metal friction surfaces, and wet clutches have only one surface of metal plates, the other is a plastic material or cork in older structures, and no ceramic-metal film will be formed on them, even the thinnest. Thus, the active surfaces of the wet clutch do not change their properties.
The use of Ceramizer® creates a ceramic-metal layer on the friction surfaces, which significantly improves the tightness of the sleeve with piston and rings and also significantly reduces the coefficient of friction. Combustion processes, and especially their efficiency, depend on the pressure value of the compression end, and the tightness of the sleeve with the piston and rings is directly related to this. In the same way, the tightness of the cylinder and the coefficient of friction affect the mechanical efficiency of the engine, and this on the fuel consumption of any car.
The description shows that both the box and the engine already show a disturbingly high degree of wear and here one should have no illusions about the effectiveness of any methods of “healing” these teams. The engine probably already has worn out the rings to a significant extent and may also have been blocked (especially the scrapers). Measuring the pressure of the end of compression together with the oil test would give grounds for a more accurate determination of the source of oil escape (valves, especially guide sealants, cannot be excluded). As for the box – it is usually noise, as I understand it uniform, independent of its load, can be caused by bearing wear and this with the deformation of rolling elements combined. The use of Ceramizer® can, of course, bring some improvement, but it will not completely build up significant losses of material of used elements (at least when using standard amounts of this preparation).
In the case of a full fuel tank or more than 35 l of fuel in the tank, it is not recommended to use 1 dose of fuel refiner because the concentration of the Refiner will decrease so much that it will not work effectively. For more than 35 to 65 l of fuel in the tank, 2 doses of Refiner can be used.
In the dispenser for 60 PLN there is an amount of preparation sufficient to protect the engine on average, but in the case of greater than nominal consumption it is not enough to only increase the amount of Ceramizer®, but it should be done in stages, i.e. if you would like to triple the dose, it is best to do it in two stages: first a shock dose from two dispensers and after some 1500-2500 km the second, the rest – then the best results are achieved. Of course, you can do it differently, even at once (because you do not overdose), but the ceramization process takes place most effectively in a certain, not necessarily large, concentration, which corresponds to about 1-2 containers for the engine. First, however, I would suggest diagnosing the engine for some emergency damage, e.g. ring lock or even damage, valve leaks or even a head seal or others that cannot be removed only by using Ceramizer®. Although it is bizarre that the cost of such diagnostics many times exceeds the cost of Ceramizar®, but as a rule you should know what is actually the cause of excessive fuel and oil consumption – if only to have full satisfaction with the use of Ceramizer®.
All products in the Ceramizer® and Autorepair ranges are covered by CN code 38112100, with the exception of Ceramizer CP and Autorepair Antigel, which have CN code 38119000These CN codes are not classified in the GTU.
The type of oil does not matter. It does not affect the effectiveness of ceramization.
The ceramization process must take some time and will actually be ineffective if after less than 1500 km you pour the preparation along with the oil. Ceramizer® should be applied immediately after the oil change.
The durability of the layer in the case of engine components converted into its mileage in the vehicle is at least 70,000 km, while the layer produced does not have a clear limit, therefore there is nothing to exfoliate.
Nothing, except a slightly lower efficiency of the process.
With a “high-performance” driving style, the use of ceramization technology seems very desirable.
A preparation such as for engines should be used. The amount of preparation used depends on the degree of wear of these devices.
The basis for the operation of Ceramizers is the process of creating a ceramic-metal layer during the operation of the unit, so you have to wait a bit for the full effect, however, the additives® contained in the preparation allow you to obtain “anti-seizure” protection from the moment the agent is introduced into the oil (GP particles – magnetizing oil and other components isolating the metal-metal friction vapor). However, it should be remembered that the main feature of Ceramizers is the creation of® a difficult to wear ceramic-metal layer and the use of the preparation for new parts (e.g. after renovation) will not allow for the proper course of the process of their lapping – you need to reach new parts during operation, and only then apply the preparation.
There are no contraindications, only Ceramizer® should be introduced into the system after its dilution in a small amount of the original oil used in the system (some 0.25-0.5 liters) and applied in this form. Dilute and mix well immediately before introduction.
The fuel preparation allows for a significant improvement in the work of injection equipment assemblies, by removing deposits, deposits and significantly improving the lubricating properties of diesel fuel, which indirectly affects the operating parameters of injection pumps and injectors. In addition, its properties cause the so-called. catalytic afterburning of fuel and hydrocarbon particles contained in the carbon deposit covering the combustion chambers, which directly affects the work of the engine’s crank-piston system, permanently restoring their original functions. However, they do not cause, like our other preparations from the Ceramizer® group, the creation of a ceramic-metal layer that regenerates the surfaces of cooperation of rubbing parts.
This phenomenon has nothing to do with the magnetic field, much less with metal particles or any ferromagnets. It consists in electrical polarization of oil particles and this causes a very strong adhesion to the metal surface. A microscopic mesh is formed on the surface of e.g. a cylinder, strongly adjacent to metal molecules and not allowing direct metal-metal contact (cylinder-rings-piston), so regardless of the conditions, there is no so-called metal-metal contact. dry friction. Such a phenomenon is caused by the forces that occur on the friction surfaces and in the oil in which substances called GP particles are contained, and this is not the case when it comes to magnetizing additives.And the term itself comes from the similarity of the phenomenon to phenomena occurring in the magnetic field and for ferromagnetic molecules (e.g. not everyone associates piezoelectric phenomena with the adhesion of hydrocarbon molecules to metal).
Magnetizers do not interfere with ceramization processes at all.
This is an inadvisable procedure – it significantly impairs the lubrication process, and the only effect is the apparent elimination of crankshaft bearing clearances. This should be considered an emergency solution in the event of significant wear of the bearings (shells). By such treatments, defects in the form of undesirable side effects are later often wrongly attributed to Ceramizers .
The difference lies in the composition of additives and gradation of the basic ingredient, while the preparation intended for the engine can (out of necessity) be applied to the box, the opposite is unlikely to be recommended.
