DME Racing FAQ and Knowledge Base
Can’t find the answer you are looking for? Email us at firstname.lastname@example.org
Inconel is a family of nickel-chromium-based superalloys known for their excellent corrosion resistance, high-temperature strength, and durability in extreme environments. The name “Inconel” is a combination of the elements in its composition: nickel (Ni) and chromium (Cr). These alloys also often contain other elements such as iron (Fe), molybdenum (Mo), cobalt (Co), and small amounts of other elements.
Inconel alloys are widely used in various industries, including aerospace, chemical processing, nuclear reactors, and gas turbines, where they can withstand high temperatures, pressure, and aggressive corrosive environments. They are often utilized in applications such as turbine blades, exhaust systems, chemical processing equipment, and heat exchangers.
One of the well-known Inconel alloys is Inconel 600, which is composed mainly of nickel and chromium with good resistance to corrosion and oxidation at elevated temperatures. Inconel 625, Inconel 718, and Inconel 825 are other commonly used alloys within the Inconel family, each tailored to specific applications and requirements. The unique properties of Inconel make it suitable for challenging conditions where other materials might fail.
Inconel 625 is a nickel-based superalloy known for its exceptional corrosion resistance, high strength, and versatility in various demanding environments. Here are some key characteristics and applications of Inconel 625:
Composition: Inconel 625 is primarily composed of nickel (Ni) and chromium (Cr), with significant additions of molybdenum (Mo) and niobium (Nb). It also contains smaller amounts of iron (Fe), tantalum (Ta), and other elements.
Corrosion Resistance: Inconel 625 exhibits excellent resistance to corrosion in a wide range of environments, including seawater, acids, and acidic chloride solutions. This makes it suitable for applications in chemical processing, marine engineering, and oil and gas industries.
High-Temperature Strength: The alloy maintains its strength and integrity at elevated temperatures, making it suitable for use in high-temperature environments such as gas turbine engines, aerospace components, and heat exchangers.
Oxidation Resistance: Inconel 625 is highly resistant to oxidation and scaling at high temperatures, contributing to its performance in applications involving exposure to hot gases.
Fatigue Strength: The alloy has good fatigue strength, making it suitable for cyclically loaded components in aerospace and other applications.
Weldability: Inconel 625 is weldable using various techniques, allowing for the fabrication of complex structures and components.
Using Inconel in an exhaust system can offer several advantages over traditional materials like stainless steel, especially in high-performance or demanding applications:
- High-Temperature Resistance: Inconel alloys maintain their mechanical properties at high temperatures, making them well-suited for exhaust systems that experience elevated temperatures due to combustion processes. This helps prevent deformation and degradation of the material.
- Corrosion Resistance: Inconel provides excellent corrosion resistance, particularly in harsh environments with exposure to corrosive gases, acids, and elevated temperatures. This is crucial in exhaust systems where corrosive byproducts of combustion, such as sulfuric acid, can be present.
- Oxidation Resistance: Inconel alloys are highly resistant to oxidation and scaling at high temperatures. This is important in exhaust systems where components are exposed to hot exhaust gases, preventing the material from deteriorating over time.
- Durability and Longevity: The robust nature of Inconel contributes to the durability and longevity of the exhaust system. It can withstand the harsh conditions associated with high-performance engines, reducing the likelihood of premature failure.
- Creep Resistance: Inconel’s resistance to creep, or gradual deformation under sustained stress at high temperatures, is beneficial in exhaust systems where components are subjected to prolonged exposure to heat.
- Reduced Weight: Inconel alloys are known for their high strength-to-weight ratio. Using Inconel components in an exhaust system can contribute to weight savings compared to some alternative materials, which is often desirable in high-performance applications.
- Improved Performance: Inconel’s properties contribute to improved overall performance of the exhaust system, especially in applications where high temperatures, aggressive environments, and durability are critical factors.
It’s worth noting that while Inconel offers these advantages, it may also come with higher material costs compared to some other materials. The choice of material for an exhaust system depends on factors such as the specific requirements of the application, budget constraints, and the desired balance between performance and cost.
The phenomenon of Inconel exhaust systems changing colors when heated is primarily due to the oxidation and formation of oxide layers on the surface of the material. This color change is a result of the interplay between the high temperatures experienced by the exhaust system and the reactions with oxygen in the air.
As the Inconel alloy in the exhaust system is exposed to high temperatures, it undergoes oxidation. The specific oxide compounds that form on the surface at different temperatures result in the characteristic colors. The colors observed typically follow a sequence:
- Yellow/Straw: At lower temperatures, the oxide layer on Inconel surfaces may exhibit a yellow or straw color. This is often seen during initial heat-up phases.
- Purple/Blue: As temperatures increase, the oxide layer may transition to shades of purple and blue. This coloration is due to the presence of specific oxide compounds, often referred to as “interference colors.”
- Brown: At even higher temperatures, a brownish tint may develop on the surface as the oxide layer continues to evolve.
- Grey/Black: In extreme cases or under prolonged exposure to very high temperatures, the oxide layer may appear grey or black.
These color changes are primarily cosmetic and do not necessarily indicate a problem with the material’s performance. The formation of the oxide layer actually contributes to the corrosion resistance of Inconel alloys, as it serves as a protective barrier against further oxidation and corrosion.
The specific colors observed can vary depending on factors such as the alloy composition, the duration and temperature of exposure, and the specific conditions of the exhaust environment. While the color change itself is normal, it’s essential to monitor the overall condition of the exhaust system to ensure that it continues to function effectively despite the cosmetic alterations.
Reversion is where exhaust gases flow back into the combustion chamber contrary to their intended direction and can negatively impact engine performance.
The DME Racing Reversion Cone is specifically designed to modify the flow of exhaust gases in a controlled manner to increase the engine’s overall efficiency by reducing drag and increasing thrust to improve your motorcycle’s performance.
What is Exhaust Reversion?
Exhaust reversion is a phenomenon that occurs in internal combustion engines, including those in motorcycles, where exhaust gases flow back into the intake system or combustion chamber during specific conditions in the engine’s operation. It is also known as exhaust gas reversion.
Here’s how exhaust reversion happens:
Intake Valve Timing: In a four-stroke engine, the intake valve opens to allow the air-fuel mixture to enter the combustion chamber during the intake stroke. The intake valve opening and closing timing is carefully controlled to optimize engine performance. However, at certain engine speeds and conditions, particularly at low RPMs and during valve overlap (when both the intake and exhaust valves are partially open simultaneously), exhaust gases can flow backward into the intake manifold.
Pressure Waves: As the exhaust gases exit the engine through the exhaust system, they create pressure waves that travel down the exhaust pipes. These waves can interact with the opening intake valve, causing a pressure pulse that pushes some of the exhaust gases back into the intake system.
Exhaust Reversion can have several negative effects on engine performance:
Reduced Efficiency: When exhaust gases flow back into the intake system, they displace fresh air-fuel mixture, leading to a less efficient combustion process.
Lower Power Output: The presence of exhaust gases in the intake system reduces the oxygen content in the combustion chamber, leading to incomplete combustion and reduced power output.
Increased Heat: Exhaust gases are much hotter than the intake charge. When reversion occurs, it can introduce excessive heat into the intake system, potentially leading to engine overheating.
To mitigate exhaust reversion and optimize engine performance, tuners use various techniques, such as tuning the intake and exhaust system design, using tuned exhaust headers, adjusting valve timing, and implementing variable valve timing technologies. These measures help minimize the negative effects of exhaust reversion and ensure efficient engine operation across a wide range of RPMs and loads.
Our standard cut removes the mounts for the fan. The purpose of cutting the radiator is to reduce weight and increase clearance on your front end for drag racing applications.
On the rare occasion when a customer wants to cut the radiator and keep the fan, we can make that additional modification on some models. Please email us for more details at email@example.com . We only recommend cutting your radiator on ‘race only’ motorcycles.
All DME Racing subframes are designed for drag racing purposes only. They are not meant for street purposes or for passengers.
A 17-18 tooth sprocket will work, and a 19-tooth sprocket will also fit. However, the chain will rub a little bit under deceleration from chain slack.
We recommend Carillo H-Beam Rods. However, you can run stock rods, depending on the horsepower of your application. The adjustment for the additional stoke can be made with spacer plates under the cylinder block to raise it up.
Yes, you can use the OEM brake rotor, but you would need to buy a Vortex Sprocket to replace the OEM sprocket for fitment.
DME Racing oil pans hold about 4.5 quarts of oil, this will fill past your sight glass.
Our billet swinging pickup swivels front to back to prevent loss of oil pressure when drag racing. Using our oil pans or pickups in any other orientation is not recommended.
All DME Racing oil pans, except the BMW, utilize a standard 14mm x 1.25″ oil drain plug. The BMW S1000RR oil pans use a 16mm x 1.5″ oil drain plug.
Yes, the oil return tube should be removed. Please refer to your bikes manual for additional clarification on oil recommendations.
DME Racing pickups are designed to prevent loss of oil pressure when drag racing. The pick-up will swivel based on the bike’s acceleration and deceleration movements to help keep the oil pressure level. When you launch your motorcycle, the oil flows to the back of the pan, and when you let off the throttle, the pick-up will follow the oil to help get it to the front of the pan quicker. This addition of our Swinging Pick-up will help keep your oil pressure steady during transitions.
Our billet swinging pick-up swivels front to back to prevent loss of oil pressure when drag racing.
No, it would be best if you used the OEM gasket or a stock replacement gasket with our oil pans.
Our oil pans are designed to use your motorcycle’s stock bolts unless noted on product page.
Baffles are not available for ‘already-made’ exhaust systems. Systems are either built with the baffle or without.
There is no one-size-fits-all mapping. Our exhausts are built for ALL-OUT race applications. And with every engine combination being different, we recommend that your engine and exhaust be tuned on a dyno or preferably track-tuned for maximum results.
We do not have an exact torque spec. for the mounting flange bolts, but we can suggest somewhere between to 10-16 lb-ft. Do not over tighten or you will bend the flanges.
Once you extend your swingarm, you are pushing your back tire position farther back, and for most bike models, that will cause the back of the tail to hit your tire when you are sitting on the bike or launching hard.
1 7/16″ Sprocket
Recommended Torque on the swingarm bolt is 60 ft. lbs.
There is no way for us to tell you how much your custom-built DME swingarm will weigh before it’s built. Many factors go into the building of each arm; length, options, and finish all affect the weight of our custom-built products.
First and foremost, all DME Racing swingarms are components built for high-performance applications, where strength and durability outrank lightness.
Our Custom Swingarms are built from 6061 aluminum and contain a specialty designed internal web design for maximum strength without adding unnecessary weight.
And since DME Swingams are designed to extend your wheelbase, they will automatically be heavier than your OEM swingarm.
As an example, we could tell you that a Hayabusa Gen2 swingarm with 68.5″ wheelbase weighs 16.5 lbs. But your selected options will create a slightly different swingarm that will weigh more or less than that at the same wheelbase.
Keep in mind DME Racing is founded on performance, and when we create products, we take into consideration: performance, strength, weight, and safety to create a part that is superior and something you will see on the motorcycles we build.
We DO NOT recommend underbracing. DME Racing swingarms are designed with a special extrusion that gives them ample strength even at 80+ inches. Some of our customers feel safer with the extra underbracing, and we are happy to add it.
This photo shows the setup with our Brake Stop.
DME Racing swingarms are a direct replacement and you can run the stock shock. (With the exception of the Honda CBR 1000RR – Must use an aftermarket shock.)