The two most important components are the binders and lubricating ingredients.  Without a good binder the coating will not stay in place and will simply cold flow or buff off in operation.  Similar coatings using the same pigments but different binding systems can show a wide variation in load carrying capabilities, ranging from 100,000 psi to over 350,000 psi.  The pigments determine the actual lubricating potential.  PTFE, as an example, is listed as having the lowest coefficient of friction (COE). However, under high speed and load, the COE of PTFE degrades while that of MOS2 (Moly) improves, until it is significantly better than PTFE.  Choose wisely when shopping for the ultimate protection for your hi bucko motor.

DFL-1 has excellent anti-scuffing properties beneath all conditions. It is specifically designed to permeate the bearing surface, increasing oil retention to protect against intense heat and extreme pressure. This dramatically reduces bearing wear and flaking, and adds an extra level of lubricant to the bearing. This also protects the bearing from heat build up and excessive wear.

DFL-1 is designed for durability and reliability in all extreme racing conditions. It is especially valuable during oil starvation and becomes the primary lubricant protecting the longevity of the bearing assembly. It also prevents excessive wear and eliminates failure caused by lubrication lag after engine start up.

One of the obvious reasons for using a lubricating coating on such an abused surfaced is to reduce friction, which improves wear, extends part life and frees up "free" horsepower that is normally lost to friction. It is because of these reasons that we now coat the rod and main bearings in ALL of our race injuns as standard procedure. The gains have been seen, more power is given, more protection is evident, tests are conclusive, and the advantages are clear. We took it to the bank, and never looked back.

An unburnished thrust bearing