Answers, straight up.

Some testing has shown coatings designed for exhaust systems can handle base metal temperatures in excess of 1800°F. Color change can be expected at lower temperatures with many coatings. Color stability is secondary to the protective function, and a color change does not necessarily reflect a failure of the coating. Several colors have maintained stability to base metal temperatures in excess of 1600°F. The application of a base coat can raise the color stability of all exhaust system coatings.

Any part subject to friction, loss of lubricating film, heat damage / heat penetration, corrosion, or abrasion. Coatings can improve the performance of many vehicle parts: engine (internal and external), drivetrain, exhaust, firewall, braking, and wheels.

It depends on many factors and varies from application to application. Dyno testing has shown significant increases from engines with minimal coatings (such as pistons, valves, and combustion chambers). In addition, changes in tolerances, timing, jetting, and lubricants may be possible using coatings. Horsepower gains of up to 40HP have been measured in independent dyno testing.

Customers have reported coated exhaust systems still looking like new nearly 20 years after application. Part life can be improved from two (2) to ten (10) times what is normally seen. Dry film lubricant coatings may burnish until they are no longer visible; however, active materials remain bonded into the pores of the part and continue to provide protection.

Most coated parts will run cooler for a variety of reasons. In testing and customer reports, reductions in engine oil and water temperatures have been observed. On headers coated with thermal barrier coatings, radiated heat can be substantially reduced, leading to lower under-hood temperatures and less heat absorption by nearby parts and surfaces. Various tests of parts coated with thermal dispersant coatings have shown a minimum 20% decrease in temperature.

Necessary changes vary from engine to engine and depend on how many and which parts are coated. In general, coating combustion chamber surfaces may allow less initial timing with no loss of power (a gain can occur). You may also be able to run less fuel due to more efficient oxidation, and smaller jet sizes may be possible. No specific recommendations can be made—every engine/combination is different.

While black normally emits heat better, in this instance the fillers in the coating matter more than color. These fillers are effective insulators, so the black color does not affect function. The silver color of Cermakrome (and similar metallic ceramic coatings) comes from an aluminum filler. Aluminum conducts heat well, yet coating effectiveness is not necessarily degraded.

Dry film lubricant coatings will burnish as they run until they are no longer visible. They are typically applied at thicknesses ranging from .0005″ to .0015″. Before assembly, the coating may be burnished back to less than .0002″ with gentle buffing using Scotch‑Brite or similar material. No changes need to be made in clearances due to the use of these coatings; in many instances, tighter clearances may be possible due to reduced part temperature and increased lubrication. All machine work should be done before coating.

PKSX powder is applied at about 20 millionths of an inch thick and does not fill in the cross hatch. PKSX can improve ring break‑in, seal, and long‑term leak down.

Yes—as long as the metal is still intact.

Yes. Custom color match cannot be guaranteed.