Bore Scoring & SUMEBore Development Info on Tonight's PCA Tech Tactics LIVE!

Join Lake Speed Jr. and I, LIVE on PCA Tech Tactics this evening as we summarize bore scoring, and ways to address it. This will be the first time I've divulged my experiences after my last 32 solid days (and 69 hours of run time) of the latest round of SUMEBore cylinder development. Here's the link: You Tube

Looking forward to the SUMEBore info you've been holding out on. Because what you've already discussed is AMAZING info. Really enjoyed hearing about the aircooled test bed. Brilliant idea using an aircooled engine for development! I'm certain you have more SUMEBore R&D hours than anyone outside of maybe a few top end manufacturers.

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I'm only going to share what I've learned so far, but we only have an hour to jam it all in. This is painful Development, since it cost so much, and there's zero resource material for it. I am writing the book as I go. This SUMEBore cylinder has 69 hours of extremely hard run time on the dyno. Of that 69 hours it spent 4 hours at 5,000 RPM. The first pic was taken with the cylinder dirty, just after being removed.. This is AMAZING technology- I cannot make it wear, even when I use the wrong rings, wrong tensions, and wrong oil! The other two pics are also from 69 hours of run time, showning the area both in, and out of ring travel. We have YEARS worth of further development ahead of us with this, which will be fun. We aren't just leading this development with Porsche en gives, but in the performance aftermarket as a whole.. This stuff hasn't been done.

That's amazing! Much cheaper to have piston rings wear than cylinder bores. Very interesting to see the future of internal combustion engines.

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The main thing is we'll have this totally perfected by the time the environmentalists kill Nikisil. Also, the benefit of this comes from compliance with modern fuels. Thus far, fuel doesn't;t hurt it, even when I run the engine super rich for hours, on purpose.

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That is incredible! Maybe by the time I need a rebuild you'll have this technology nailed down. Good luck Jake!

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I'm very close now. I achieved the best cylinder seal in all the tests yesterday. I have the oil ring, and 2nd ring design, and coating optimized. Next it's time to choose the design for the top ring, as well as the coating. Then I have to run 15 more test sessions, and compare the data. Then its a matter of run time with different oils. I will likely have to pay someone to make laps around the country to log 100K miles as fast as possible on the technology to keep the edge that we've got now. No, that isn't a job that most people would want, or could handle. The data responsibility will be HUGE, and it won't just be hooking up a computer and sending numbers. When all the manufacturers have abandoned practical application testing, we kick their asses by using it to solve their problems once, and for all.

It will also be simulcast on Rennvision. Here is the link: You Tube

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I've been in the car industry for over 40 years and I've never met anyone as dedicated to producing the best product like you Jake! Keep up the good work!

Jake, 1 hour was not enough. You need a Rennvision episode dedicated to just your SUMEBore research. No explaining bore scoring and Alusil, Lokisil, Nikisil. Make the other videos a suggested prerequisite. Then you wouldn't be rushed to finish!

Jake, good broadcast as always. You mentioned a number of times that one of the causes of bore scoring is the changing mixtures of fuel. Can you make some suggestions for summer and winter fuel that is what you believe to be a better choice? Some have recommended Shell. Others Chevron. What are your thoughts. Thanks for the insight.

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That will come with time. At the end of the day we can't educate the enemy. He has to spend as much time and money as we have to play this game... The price of admission into this game is insane, one system of equipment to do this SUMEBore procedure costs 400K. That doesn't include the 18 months of open checkbook development that we've put into it already. Hell, I've burned 85 gallons of fuel in the test engine in the last 32 days of dyno work. There's always a copycat that's better at imitation than origination. This experience will make a couple of good chapters when the time comes in "Failure wasn't an option". By that time I won't care if they copy us. I'm not far from that now, this will likely be my last major development, as it will carry us through till the end. All the fuel is equally horrible. Brands don't matter. The additives in some fuels seem to be worse, but none are good. A couple of years ago we saw instant oil consumption increases with mid- western cars using winter blend fuel in the Ohio/ Indiana/ Illinois region. That is no longer the case, since the fuel has changed again. It constantly changes, and I see this on the dyno with BSFC values, torque curves, and exhaust gas temps.

Holy mother of shiny new looking cylinder bores! This is awesome.

I was on last night. Very good discussion. At first your videos freaked me out. Now I'm going to drop the oil pan on my M96 and scope the bores. If I don't have it I'll be replacing injectors and vacuum stuff on the top. If I do I'll have to think about the investment. Thank you for your tireless research and sharing. Be encouraged!

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This is what its all about. Understanding the contributors to the issue, then systematically approaching them to rule things out is key.. This is the best chance you have at avoiding the issue, or if you have things starting, its the best chance to keep the issues mechanically under control.

Another great presentation all around. Truly appreciate the look into the future as far as SUMEBore is concerned. One thing i found interesting was the host talking about his cousin's experience selling his 996. Even after the educated buyer found bore scoring he still went ahead and bought it!! Was hoping there was some follow-up on that passing comment. Keep up the fantastic work, we can all see how this has you & Lake pumped up and getting your creative juices flowing.

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Yep, I see it happen all the time.. The guy wants the car so damn bad that he will do anything to get it. We are SUPER excited about this development. It rules out all the environmental concerns, and odd break in things that we have to do currently from fuel and lubricant perspectives. I am super stoked, and sometimes working 20 hours a day on the dyno to get data, and experience. Some changes to the piston rings even changed the tone of the exhaust note. It is CRAZY!

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I picked up on this as well! I suppose what we don't know was how bad the bore scoring was. It seems like the buyer could have been educated well enough to know what he was getting himself into and had a plan. Could have been a good negotiating chip too so if the car had everything else he wanted and planned on a rebuild down the road it was a sound plan in my book. The seller could have been scared away by the findings and at that point just wanted to get rid of the problem. This is all speculation of course but very plausible

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For every one buyer like the person in Vu's story, there's 5 that get ripped off.. Sometimes they rip themselves off, by not getting an invasive PPI, or by going into a purchase with their "low mileage blinders" on. They buy the car, and have no idea that the prior owner already had the issue diagnosed, or at least suspected it. They find out the hard way, but a ton of them are still so in love with the car that they join our program. Sellers need to embrace the desires of the buyers to ensure they are making a wise decision with a given vehicle. When we have sellers that are investing in their own documented, invasive PPI before listing a car for sale, things will have changed enough to have made a difference. I am preparing my R40 996 for sale now, and just finished the invasive inspection of the engine after 3,000 miles. Though the engine has Nickies, and all of our R- Series tricks, I will not offer one of these cars for sale unless I can validate that it has no issues. I just finished the sump inspection, and fitted the final finishing touch- the R40 billet sump plate. It's time to get it listed, and see how long it lasts.

Jake, have you decided how and when you will be selling that car?

And Jake, curious if you saw this post and would care to comment on what this might have done to this car's engine: "Long time lurker, Porsche dreamer, but hopefully soon to be 996TT owner! I found a low mileage X50 example with approximately 12k miles belonging to the original owner. I'm scheduled to check it out in person sometime over the next week. Everything seems to be fine with the vehicle except for its lacking maintenance history. After some dialogue with the seller, I've come to find out that his first engine oil service was in 2019 - THAT'S RIGHT, 16 years!!! He was under the impression that the first service needed was at 15,000 miles and was not aware of the 2 year interval for engine oil and brake fluid services. I made him aware of this huge concern and he has agreed to perform the brake fluid flush before we meet. I'm hoping there's no corrosion to the brake system components, such as the lines, master cylinder, calipers, etc. But, it is basically impossible to inspect those components even with a PPI."

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The old fashioned way.. The 20th Century way. The guy that buys it will have to come look at it, drive it, meet me, and prove that he isn't a jerk!

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One thing I found so interesting were the comments of the listeners concerning bore scoring. So many were in the dark as to what bore scoring was, why it occurs, how to live with it, how to fix it, how to find it, what cars it can affect, what are the symptoms,...etc. This information has already been shared by Jake numerous times including the video series strictly on bore scoring posted on Rennvision. Information is power and it is excellent for M9X and now more recent version engines owners that someone like Jake is always sharing this hard learned information so many of us don't have to find out the hard way. Frankly it astonished me at how many were totally uninformed about this issue.

If Jakes auctions it off on BAT, I predict we will have a new 996 C2 auction end price record! I bet it beats a lot of 996 turbo prices...and it should!

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If only I had one more garage slot...

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I agree! In my opinion the average Rennlister(in the 996 forum at least) knows more about their car's engine than the average PCA member. Between Rennlist, Rennvision, The Knowledge Gruppe M9x & 9A1 rebuild & UOA classes, Jake's rebuild video series, and owning my M96/25 "education engine" I feel like I know a TON about the M96. I also know that the right person to rebuild my engine lives in GA, owns his own Dyno, and drives tanks to blow off steam. I hope to own a second 996(or a 986) after I retire. I'll rebuild that engine myself...but the one in my current 996 will be rebuilt (re-born) by Flat6Innovations.

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I decided not to. I cannot afford to take the risks associated with selling a car to someone that I can't meet, and have an old fashioned "talk" with. I don't care what the car sells for, the higher the price the higher the expectations are for it to meet, therefore the more stress for me. This is why I HATE selling my Porsche cars.

I'll take it off your hands for $100. Stress reduction....

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I'd be lying if I said that I haven't thought about donating my 356 Outlaw. I have been "putting off" selling the damn car for 3 years!

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There's something to be said about looking someone in the eye and shaking hands. THAT is MY kind of deal. This is going to be a great car to own. Wish I could pick this one up from you, but I already have plans money-wise for my current 996 and I'm excited!

I'm enjoying taking what you've presented and doing the work to see what the condition of my engine is. Waiting for injectors and other parts and I'll scope from the sump. Hopefully this research and hard work will pay off for you.

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Hard work always pays off. Honestly, development work like this is the only thing that I look forward to when it comes to this business. Its the only thing I can become immersed in, and forget about all the things that the "human factor" applies to. What I like about this most is this is brand new in the aftermarket performance world, and we are spearheading it not just for Porsche, but for everything. This is already leading to a much bigger market than flat sixes. Ww already have more direct experience with this than anyone outside of a major manufacturer. There's no rules for this, and no resource materials available. Its a totally clean slate, and that's why I love it so much. I went a solid week on the dyno without answering a phone, or an email/ ticket. Doing this stuff is what keeps me going, when the humans in business **** me off!

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Hey, we're not *all* pains in the backside... ...at least I *hope* not.

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You were great.. All the ones that "make the cut" are... If not, its my fault.

Watch out Tex, your car may be at Flat Six in the right time frame to opt up to the SUMEbore! That would be amazing! I'm with you on the 2nd 996 and rebuilding the engine myself after I retire (whatever that is...) For me, the show last night was really eye opening into the different classes of owners. If I spent any time outside the 996 board maybe I'd see it there as well, but I don't. Jake mentioned that these cars are now in the hands to true enthusiasts again. But I would add that we are enthusiasts that understand them better than the first group and are willing to get our hands dirty. Some of the folks in the presentation started getting it by the end based on the chat comments. Jake, the work you are showing to develop SUMEbore is really stunning. Here's the kicker for me, you could give the same list of materials, assembly methods, test sequences, and data to collect to 100 engine guys and only one of them will understand it and be able to perfect it. The guy with the experience, observational power, and creativity to push any finding further will be the one to make it work and build the technology. The other guys will say they ran an experiment and can rebuild an engine. Thanks for sharing what you can. I always look forward to new material.

Tex is already in the queue, and proposed for Nickies.. Like everyone else through mid- 2022 at the present. I'll say it again- SUMEBore is YEARS away. Keep in mind the process costs triple that of Nickies today, and at best it will always be at least double the current cost of Nickies to do. Remember, I am only doing this work so we have things already developed for the time that the environmentalists kill Nikisil, and so we will have years of direct experience with SUMEBore before it is ever needed to stay afloat. The work I am doing now will spread into other engines outside the Porsche world, before we end up applying it to our engines. The guy that waits around for Sumebore to be available will be waiting for a long time, because at this point we haven't gotten anywhere near perfecting it, and Nikisil currently is kicking it's ***. We are much closer now than we were 35 days ago, but the next step is the hardest one. After that we'll probably sit on it for a while. With this likely being my last big development, I want it to be the one that leaves a mark on the industry that can't be erased, so every aspect of it must be epic. Its a diverse crowd.. Its harder for the guys that can build their own engine to see what we offer. Last month I had two guys on my proposal list that I pushed away, and told them to do it themselves. I could tell that both of them would have 10,000 questions, and they'd always think that they paid someone to do something they could have done for "free". If I ever sense that with a purchaser I will tell them to do the job themselves.

One of the reasons I jumped at the chance to get in line for 2022 was I wanted Nickies since they're proven, whereas SUMEBore isn't yet. I'd rather someone else test the crap out of SUMEBore. I know Jake will fully test it, but until it gets used in all conditions and for long distance, you really never know how it will do. One of my requirements for a preemptive rebuild was Nickies. SUMEBore sounds great, but I don't want to be the guinea pig if I can help it. I know I can rebuild an M96 engine, I've done it several times...kinda. It was with my educational M96/25, so although it never started up, I tore it down multiple times to confirm it was done properly. I reused fasteners and gaskets(but not the Loctite 5900 which I still HATE) since it wouldn't be started. I attended Jakes online M9x & 9A1 rebuild classes, and then bought my own M96 engine and an engine stand to learn with. Then when Jake released his video series, I got it, binge watched it, then went back through it while fully rebuilding the entire engine...four times. So why not just rebuild my own engine? (Note, I used to build race engines for an SCCA race team(Nissan) back in the 80s and have rebuilt engines for my personal cars before--VW watercooled engines) Although I could rebuild my engine and end up with a larger engine than I have now...there's something to be said for having someone with their own dyno, and most likely dozens of tuning tricks, who has build dozens/hundreds of M96es build it for you. If I rebuilt it I would always wonder what tips and tricks could have made it even better. Plus I don't have the time now to rebuild it, and my wife probably won't want me spending my first weeks of retirement rebuilding my engine. Can you imagine how good an engine builder is that impresses Jake enough that he will put his name on their work? !? Anyone that can impress Jake, is more than enough for me. Not to give away prices, but a local Porsche Indy rebuilds engines and their prices are almost the same as Flat 6 Innovations. I found out last year while touring the shop during a PCA GetTogether. I'm not certain that they replace as many components as F6I does. The F6I 2022 prices are lower than I expected considering that you KNOW the work will be done correctly. Oh, and I asked Jud & Jake a bunch of questions, I just didn't hit the 10K limit. With the local Indy I would have asked even more questions because they would have to prove to me that they knew what they were doing...that's not something to worry about with F6I. I do have a few questions about break-in, but I know they will be answered long before I need to worry about them.

I've never used a customer as a "guinea pig". I don't even use people as Beta Testers. In 27 years I've never said "I'm looking for someone who can test this out". People offer me "I will run that in my car for you to try it out". They done;t know how I work, and that test engine parts never leave my property. SUMEBore will be no different. This is why we are talking YEARS before the technology will be found in the engines that we sell; not weeks, or months. I do my own test work, which is why I once sat my *** in a Boxster for 10 solid days, and drove 8,800 miles just to get a single oil sample as part of the IMS Solution development. That was from NE Georgia, to Edmonton AB Canada, and back.... Taking the long route. The reason why the IMS Solution hasn't been redesigned, changed, or altered in ANY WAY since 2011 when it came to market, is because of how I developed it. I did all the testing the old fashioned way, and that's why nothing has been changed in a decade. No need. The SUMEBore development isn't new here, since we already have 18 months of time invested into it. We have only decided to start sharing the development in the last few months, since we worked out the process and application to the cylinders. 18 months in the cylinder preparation, plasma spray, and honing are all developed more than adequately. The trick is now the break in process, optimum ring design, ring tension, and ring coatings. Of course, we are spending a ton of time on oil testing with this development. Lake drove the first SUMEBore M9X powered car 5,000 miles in 6 weeks. That engine is apart now for the rings to be read, cylinder's surface finish tested, and have a different ring pack applied that I developed from my Aircooled SUMEBore testing since the M9X engine was built.It is going back together next week, and right behind it will be M9X SUMEBore cylinder test engine #2. This one has one bank of cylinders that are Nikisil, and the other bank is SUMEBore. There's no better comparison. As a developer there's nothing worse than when things get released, they are doubted. It is human nature for people to doubt what is new to them. This is one reason why I am being so transparent about discussing what we are doing, and sharing pics and video of the processes. Only someone who is truly lost, or looking for something to whine about could look at all the things I have shared from the testing, and doubt that anything more could be done.I will continue to do this for the duration of the development time, including the road test miles. The search is on for the right person who can drive 6-800 miles per day, and log 100,000 miles in a 996/997 with SUMEBore and do so in less than 6 months. The goal is to have the M9X version of SUMEBore developed to this point by the time that Covid complications are behind us. We do all this out of our own pockets. There's no "Go Fund Me" or donations made. In 32 days I logged over 200 hours on the testing personally, tearing down, cleaning up, surface finish testing, ring tension testing, and reassembling the test engine while still on the dyno.During this time I burned 85 gallons of gas, and went through 15 gallons of test oil. I used 14 different ring packs, some of which cost 850.00 per set, and busted the crankcase of a test engine that I've been using for years due to fatigue from a 4 hour cylinder durability test where the engine sustained 5,000 RPM at extreme cylinder pressures. I will take away the ability for people to have any doubts that are justified about this development. Then I'll be done with it, because that's how I roll. Once I am done, and it is ready to sell, I no longer want to have anything to do with it, or even think about it. It takes a lot to have enough cylinder seal to build the cylinder pressure to create this crankcase failure. This engine was built to be sacrificial.

Yeah, I didn’t mean to say that you use customers as guinea pigs. I know your test engines get fully tested long before you put your products in a customer’s car.

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I knew that.. Just figured I'd take the opportunity to explain what I do. People have been messaging me, wanting to be "guinea pigs" for a few days. I won't let them. We aren't even considering the use of SUMEBore outside of these tests right now, and we aren't doing anything with cost analysis, or marketing. It's all about making it work, and refining it. The first SUMEBore engines sold will be aircooled, not water cooled. I'm doing another aircooled engine with SUMEBore now.. Its good for 200HP per cylinder, running on alcohol with a huge Holset turbo, and the largest bore ever used on an aircooled, 4 cylinder engine without relocating the head studs..

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WOW! That is one Pretty looking engine and amazingly clean undercarriage - You guys went all out on that baby!!! I have no doubt it'll pull some major $$$... One note I'd like to highlight is the Schnell/Agency Power headers...I thought you preferred the stock headers to these?

Have been doing some casual reading on SUMEBore coatings for a while and the folks that make this stuff have some good technical articles that are a good read - https://www.oerlikon.com/metco/en/pr...ices/sumebore/ . None of this is specific to our cars/engines but a good insight into the details behind the technology.

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Nope, the only information you'll find about this technology with Porsche engines comes from yours truly. We've had some consultation with Oerlikon, but to date it only lead me astray, and wasted time. Once I stopped listening and reading, I made huge strides. @dporto Those headers aren't what they appear to be. For an engine like this, with the heads that it has, the stock or even X51 headers aren't effective.

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Truly great work! Find out where it breaks, fix it, break it again, rinse repeat, push the envelope.

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Jake, if you read my last sentence I clearly state that none of the technical reading available there speaks to our cars or engines specifically. It's specific to SUMEBore as a technology only and is educational. I'm very aware that a lot more goes into the complete equation, like ring design, tensions, right oil etc etc and that the coating itself is not one stop solution to all problems associated with cylinder bores.

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Yes, I did read that. The coating just unlocks the doors, and is the easiest part of making this work. The rest of it has been totally unconventional, and there's been zero resource material to accurately assist with it. If it weren't for the Aircooled engine, and the ability to perform 3 teardown comparisons in a single day, I would still be going in circles. We are now at the point where the M9X can go back together again with much better results for round #5. See these spark plugs? Those that know how to read plugs will understand what they are looking at here. The difference in these plugs is what I saw in testing on the same day, with only changing the ring design of one piston ring on the test engine, back to back. Same AFR, same weather, same load, same test duration, and same tank of fuel. This alone is HUGE, and just an example of what I have experienced. When paying close attention, even the note of the exhaust changed as cylinder seal was closer, and closer to optimum. Data on paper doesn't always follow results, and that is especially true when gathering leak down, and compression test figures.

Definitely. SUMEBore is just a coating. Everything needed for it to work well in a particular application needs to be researched, designed and tested many times over before you can call it a solution. What I'm getting at is that some want to learn about each of the parts involved. For example, I was curious about how the coating is applied and some details around that and the information I shared explains that well, thus being educational. I'm not challenging your work and find the dedication impressive. Next I'll probably read more about rings. Why? Because it's interesting and I'd like to learn more. Nothing wrong with that.

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OMG! One ring changed the amount of oil in the combustion chamber this much? Wow! Not that we get to guess, but I would guess it's the 2nd ring. It's the wiper ring, responsible for leaving just enough oil to lube the the compression ring without flooding the combustion chamber.

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I fully understand, and appreciate that. Some people learn from reading, I am not one of those people. I do it, and learn as I go- reading just puts me to sleep. This is why I excel at practical application development. This is why I just roll my eyes when people on the phone, or in a submission ticket say "I am, going to do my research, and get back to you". Yeah, Google isn't research. Sorry. That said, if you don't have the capability of doing, and living the development reading is all you have, and the information that you posted is a good way for people to get the basics about the theory behind SUMEBore coatings, and why they work. In a conventional arrangement, you'd be correct. Guess what? I also thought the issue was a 2nd ring issue, based on my prior experiences, and knowing that 80% of oil control comes from the 2nd ring. In this scenario the test was between two different oil control rings, with a difference in tension of 6# out of the box, dropping to a difference of 4# after the engine ran. With SUMEBore, everything that you have known, or experienced is out the window. Prior experiences become handicaps. You expect the expected, and lose every time. This is why I LOVE what I am doing, and what I am learning. The book is being written one page at a time, right here.

Fair. I'm plenty hands on and love rolling up my sleeves but something tells me like I won't be doing any SUMEBore development of my own As such I'll stick to education on the topic and following your developments. Something tells me like I probably wouldn't make the cut for an FSI engine

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Gotcha, all good.. :-) As far as making the cut, when someone knows a lot about engine building I just tell them to do it themselves. I told someone that yesterday. I want smooth processes, projects, and communication without drama, or hassles. I am well beyond dealing with human problems, and avoid them like the plague.

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I'm not an Engineer.

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Flashback !!!! This statement caused me to remember the factory production 86HP 2.0 Liter engine I pushed to 525HP back in '86 and set a few IHRA World Records with.....Of course it helps to start with a engine that was over-engineered in a few key areas to begin with..

I get it as a business owner. I like solving the problems, the aha moments. I detest the phone, and the paperwork. I work for myself by myself to keep it simple. It�s not perfect, but I would have a hard time going back to working for someone else.

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Yeah, I've never cashed a paycheck that I didn't sign on the front side. I have no idea what it is like to be an employee. Being a Marine wasn't really a job- it was a life, but that's the closest thing I've ever had to a "job". I stay away from the phone, Jud and my wife do the paperwork. I stay away from people that I know I can't please. I do all my personal work at the R&D facility now, where I work alone in the middle of a 50 acre field. There are days where I don't see another human, and I love it.

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One thing is for darn sure , those aren't cheap Chinese eBay headers. Wow, that's some nice looking welds and great looking collector! The entire engine is a piece of art. I have a set of Chinese eBay headers on the wall of my garage. That's all they're good for. They look ok...if you don't know a good weld from a crappy one.

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^^^ Is this the one that was blowing smoke out of the case while still cranking on the dyno?

It takes a lot to have enough cylinder seal to build the cylinder pressure to create this crankcase failure. This engine was built to be sacrificial. [/QUOTE] what are we looking at here? is this an air cooled crank case where the cylinders meet the case? what caused this?

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I'm one of the few "humans" that is allowed on that 50 aches of property out in the middle of nowhere. It's amazing to see what he creates in solitude. It wouldn't surprise me if another Frankenstein walks out after a lightning storm.

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Make sure to get some good shots of my motor!

Some of this reminds me of a friend who was making plastic piston rings for his, at that time, 308 at his shop in Madison, NJ. However, at this point in time, facing another eight to ten inches of snow, there is nothing better to cheer up winter depression than having somebody who is constantly accumulating knowledge and share it!

Going LIVE right now for an update on SUMEbore You Tube

Amazing work you're doing Jake! Thanks for sharing this.

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Great info on the subject, I remember hearing about this stuff when ford started using it. Pretty cool that its starting to hit the aftermarket. My head says that I should apply for a job like this, but my back might not agree! Even with comfy porsche seats that's a lot of seat time. Did you look into or test any other bore coatings before settling on Sumebore? I remember seeing some testing of DLC coated bores, but it doesn't seem anything materialized from it, and I'm not sure it would outperform nikasil. Not sure what else could use aluminum parent material.

The only thing that stands a chance of outperforming Nikisil is SUMEBore. Huge development have been made in the past two weeks, and the next M9X test engine goes into road testing next week with round 3 of SUMEBore developments applied. A DLC coated bore isn't a reality, and it doesn't solve the environmental concerns that we will be fighting in the near term. That's the only reason we started this SUMEBore development, was to curb those issues years before they occur, as Nikisil is plating, and is therefore susceptible to being outlawed at anytime. We've turned up the development of SUMEBore in the past few weeks, and have more cylinders being treated now.