3 Steps To More Horsepower: Cylinder Bore Honing
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- Опубликовано: 30 сен 2024
- Just changing the way a cylinder is honed can impact the performance of the engine. The surface finish of the bore plays a critical role in how well the piston ring seals. Better piston ring seal means more horsepower!
In this video, "Dyno" Don MacAskill and Lake Speed Jr. dyno test the effects of an extreme plateau hone versus a conventional plateau finish. By adding more Rvk (valley depth that retains more oil on the cylinder wall) without making the surface rougher, the piston ring sees better lubrication and less friction. Because the motor oil acts as the gasket between the piston, the rings and the cylinder bore, retaining more oil on the cylinder wall increases the sealing effect of the oil.
The detailed surface finish values of the extreme plateau hone are a Rpk of 10 micro inches, a Rk of 44 micro inches and a Rvk of 72 micro inches.
As mentioned in the video, here are links to the related videos:
Engine Break-In - • Don't RUIN Your Engine...
Break-In Oil - • ☑️ Do’s & Don’ts ⛔️ of...
Extreme Plateau Honing - • Hidden Horsepower Epis...
Gas Ported Rings - • Do Gas Ports Reduce Bl...
#RacingEngine #CylinderBore #CylinderHoning #PistonRings #Enginetechnology #horsepower #engine #dyno
The last good machine shop that I know of in San Diego closed 10 years ago.
Most are Hacks.
Do you guys YELL ALL the time?
Yes, our hearing is bad from all the dyno testing, LOL.
@@TotalSeal I have a really old cat who meows really loud. The vet says it's because he can't hear himself anymore. Now we have to figure out where he hid his dyno....🤣
They are not yelling they are talking loud enough so people can hear what they are saying.
In any Blue Collar type job, probably 70% of the people your working with are at least somewhat deaf.
Lake, I find your videos extremely informative and thank all involved. One thing that I haven't seen a video on is rind durability in street applications. More specifically, the science behind it. Lots of information is available from different sources showing things like reduced friction, reduced blowby, reduced ring thickness, but how does this relate to engine durability at 50k miles or 100k miles. Everything that I have seen is all around short term engine life. Admittedly under harsh conditions, or race use, short life motors. I still build older style motors, Cleveland's etc, and almost all readily available pistons still come with old style thick rings. Back in the day they were good for somewhere between 100k & 120k miles in most applications around my area. We used to bore them 0.030 simply because the ring ridge normally didn't clean up until 20thou or more. Could you please cast some light on how today's narrower ring packages can be expected to perform over a similar time and mileage? Would we expect more or less cylinder bore wear with the narrower ring package on these old motors with older metallurgy? I know what conclusions that I have reached, but I would appreciate a significantly more knowledgeable opinion. Regards Greg
Thanks for the question. The thinner rings with the PVD applied face coatings last longer in even street applications than the older technology, thicker rings.
Modern OEM engines that go beyond 200,000 miles using thin ring technology. The Ford eco-Boost engine utilizes a 1.2, 1.0, 2.0mm ring package, and these engines are challenged with fuel wash from direct injection.
Overall, the lower tension reduces cylinder bore wear (no ridge reamers needed).
@@TotalSeal thanks for the answer
Well said .. I have the same question.
@@TotalSeal That's amazing. It really shows how innovative companies like yours are pushing the boundaries and helping us to enjoy better performance as well as longer life. Thanks a lot.
Really? I called a company this morning asking about the correct hone grit for the rings I'm buying from them.....and this video shows up when I turn on youtube an hour later.... AI at its finest....
You should script your videos, it sounds VERY off the cuff. Doing things in one take isn't a bad thing, but you should plan it a little better.
Thanks for the feedback
You guys do any stuff with import / 4-bangers? I'm building a few different 4cyls and the race-quality aftermarket sucks. Would be neat to see what you guys would do with a K24 or even a B20, or 22R.
Also, it's time to buy some standardized race fuel for doing dynos. It's expensive, but really helps to control the variables, which is key for detecting small gains. And a bunch of small gains are what we are after.
Yes, we have steel rings for bore sizes ranging from 68mm up to 5 inches.
I recently saw a video by one of the "horsepower" shows where they used "engine assembly lube" on the rings. Oh, the horror!
My question is, are you using anything special for assembly when using the thinner rings or will "quickseal powder" work?
Either QuickSeat powder or a very light coating of the break-in is what we recommend.
You should tell us your piston to wall clearance before and after
Awesome! I am installing gas ported, gapless rings in my current Subaru build. I was going to specify a 50 Rvk for the hone; but I may go deeper to a 70.
Definitely go with the 70 Rvk. It works!
Now a days it depends on how much pop corn they put in the fuel..what ya get to run on and much time before ya have to rebuild it again... our fuel sucks...
Agreed! Check out our video on that topic:ruclips.net/video/TTMdnqTgJvM/видео.htmlsi=O1WLGkS49qBayv53
Running the sump under different vacuum levels with various ring packs would be interesting too...
Yes, we want to hook up a dry sump system for this engine so we can play with things like that.
Great video Lake, what would the blow-by measure on a factory engine ?
Great question! We’ve never had a bone stock, factory engine on the dyno to measure blow-by. Sounds like a future video.
It would be nice to compare the difference in the final cylinder finish after break-in from your original finish and, importantly, compare the amount ring wear after the same amount of use.
We do that.
@@TotalSeal Can you share the results?
@@brianbrigg57 we check the results after each rebuild, and we also take oil samples for analysis after every test. Since this test, we've not had to rehone the block, even when swapping to a different ring coating. The valley depth and Rk was the same as when the block was honed for this test. The peal height (Rpk) was done slightly, so we hit it with 2 strokes of a 400 grit brush to bring the Rpk back up to 8 to 10 micro inches. The oil analysis results showed minimal wear. We are still running this same base finish 3 test iterations later, and the blow-by numbers are low and steady.
@@TotalSeal That's very interesting. It's nice to know that the finish alters very little so that we can keep enjoying the benefits of this combination. Thanks for the response.
Is this hone something that a local machine shop can do? Special equipment?
Any honing machine can create the correct bore finish texture. It just takes more time with the older machines.
Soo.. what's the point of all this? Ford,Gm, honda, all seem to go 100,000 miles today. What more do want? I'm sure the factories don't screw around all day honing and measuring the flycrap on each engine. They'd never make any money or cars! Stop blowing smoke and confusing people. They just want a set of rings that's not going to wear out in 30k. Use an engineered set of rings. 99% of the time the gaps are right for a street engine. Add .006 to .008 per inch for hi-po engines.
Back in the day i used 1/16 1/16 1/8 in sb Chevy. Burned oil in 5000 miles. Using 390 Cadillac rings to fix it.( Has 1/16 1/16 3/16)
If it worked in a Cadillac it'll work in a Chevy.
Why not test with Methanol? Wouldn’t it solve your seasonal issues with pump gas?
That would be an option, and we use methanol for testing on other engines. However the different AFR required for methanol would create a different baseline that is not the same a gasoline. As such, we’d rather have a gasoline baseline so the information correlates to others using gasoline.
recently had my race blocked honed on a rottler 8 series and they honed it with a valley depth of 130 do you think thats to deep? 25 psi 7500 rpm e85 motor all forged internals. im concerned about oil consumption
I love these vids I learn so much keep up the good work guys Mitch from Australia.
Thanks!
About 22 years ago i bought your gapless 2nd ring set of .030’ over rings for my stock/warmed up 350 build. It always seemed to have very minimal oil mist come through the PCV and the oil looked cleaner than ever even at 3k miles when i changed it.
I can’t ever recall having to add oil between oil changes either.
I’ll only use gapless rings in future engine builds.
Ever tried a deep course hone combined with a roller burnish to smooth the tops?
Check out the video we just released tonight. It is the deep dive into getting the right cylinder finish.
Somebody has some plans rolling around upstairs. LOL.
Can these rings be done on Subaru turbo motor?
Yes, we can do those for a Subaru. Contact our tech department at 623-587-7400
What could "of" been wrong? Did you mean what could have/ could've?🤷♂️
Don runs a great Dyno service at Shaver! I used him many years ago!!
Dyno Don is the man!
Nice work guy’s that’s why I sent my Gap-Less ring set back to get Gas-Ported tops!!
Thanks!
I've been hearing discussions about whether rings rotate in the bore while running. You mentioned seating of the rings. Wouldn't that preclude rings from rotating? Do rings rotate or not? Thank you.
Thanks for the question. Rings to rotate in the bore. That is why two stroke engine pistons have locating pins to prevent the rings from rotating. That keeps the ends of the rings rotating into the ports and getting caught.
@@TotalSeal Thanks.
@@TotalSeal that question has been a question mark for a long time? So any idea of revolution’s per hour ? + or ~ at say 5,000 rpm ? Great channel and very informative 👍😎🇺🇸
@@markgiraldes4062 Thanks for the feedback. The rotation speed varies based on the cross hatch angle.
Very interesting video and the first I have seen about 1mm, GAPLESS, Gas Ported rings.
For an aluminium block, sleeved, Mopar BB based, HP oriented stroker light weight street engine, Lake would you still suggest using a 1mm, 1mm, 2/16” gas ported, gapless ring package? Bore 4.35”, Stroke 4.250, Rod 7.1”, Deck Height 10.725.
The pistons and rings will have to be custom an I am leaning towards 4032 forged pistons.
Might it not be best the go 1mm, 1mm, 3/16” to keep it dry (smoke free) on the street?
With such explicit honing instructions (RVK 70-75) how many miles might it be before that hone gets polished off and power starts to drop fast? I aim, if possible, for a 50,000 street mile rebuild interval.
Thanks again and I look forward to the next “Coating” video.
Thanks for the questions. The deeper Rvk makes the hone last longer, so that is exactly the way to go for a high performance street build.
Also, the 1.0mm, 1.0mm, 2.0mm ring package is ideal for the street as well, but just go gas ported vs gapless gas ported.
Mahle has 1.0, 1.0, 2.0 4032 pistons available as shelf stock, which would be perfect for the gas ported rings.
@@TotalSeal
Thank you for your reply, but why do you not like the ideal of using Total Seals Gapless, Gas Ported Rings in this application?
I thought this video was all about extolling the Gapless rings virtues over the gaped ring?
Can you give us a little more information about your reasoning?
With a honing finish of 70-75 KPA, I was planning on using Driven’s GP-1, 30 Grade Break-In Specialty Motor Oil … or would you suggest I use one of their multi grade Break-in oils?
I will look for the 4032 1, 1, 2 mm Mahle pistons … but I will be VERY surprised if they make a suitable piston for this stroker combination.
@@JACB006 The gapless top rings are great for competition, but they are not ideal for street use. That is why the gas ported rings are great for street applications. Also, the GP-1 Straight 30 is wonderful for break-in of these rings.
@@TotalSeal Once agin thank you for your reply and I bow to your knowledge of the subject. Gaped it is.
If you/Lake have a theory about why the gapless rings don’t do so well on the street ….. could you (Total Seal) expand on it in one of the up coming videos?
Oil choice noted .. I couldn’t understand why you would need a multi grade break in oil .. the oil’s only going to be in the engine for an absolute maximum of one hour.
I will look at the next video about ring coatings in the next video with interest. I assume that with gaped or gapless rings the coatings have the same effect?
@@JACB006 We are happy to help. The gapless top ring creates a higher vacuum signal on the intake stroke, so it can pull oil past the valve stem seals. That's not a big deal on race engines, but can be problematic with a street driven car.
Thanks for sharing your experience engine tech really getting a head of steam now great to see.peace
Thanks! We enjoy sharing what we are learning. The testing never stops!
what happens to the piston to wall clearance when the coating wears?
Same as when the piston wears, a bit of piston slap. Should last a while, but might lose full ring seal a bit faster from rocking in the bores. I'm always suprised to see how much coating is left after pulling out used pistons. I always assume in my mind that it just kinda rubs off, but most seem to hold up okay. A nice surface finish in the bore also helps prolong its life.
Great question. The LIne2Line coating is unique because it is designed to wear, so we set up the clearance at .002 installed so it could wear to the perfect size. Once it is at the right size, the wear will be very low after that.
Great video and info, guys.. QMP info or link?
QMPracing.com
According to your dyno chart the winter blend made more power and the summer blend produced less. So to compare this run with the prev run you'd have to add 5-8hp to this run to compare it to what you did in the winter with the non-optimized ring conditions. So it looks like made about 20tq/hp more if you compared with the same fuel. Did I miss something?
Nope, you got that right. It made at least 10 HP more just by changing the hone. The other 10 was the difference between the 1/16th ring and the 1.0mm ring. All said, it was in the 20 HP range.
@@TotalSeal That's about 4%. That really is amazing. Now the next question for future videos: What about forced induction? Do you see the same results on turbo and supercharged engines? Also what about higher RPM? Seems to me it would make an even bigger difference at high rpm. You only went to about 5600 rpm. What about 8000 rpm?
Inquiring minds want to know. ;-)
Thanks.
@@stickman-1 We have the gas ported & gapless 1.0mm in the Engine Performance Expo LS, which is boosted and turns 8,000 RPM. That was a complete build so we don't have a reference on it otherwise.
Great video gentlemen! Another YTr suggested removing the second ring, and reducing the oil ring tension when running a crankcase vacuum pump to minimize friction & increase HP. What say you-a gapless top ring, delete the second ring, min the oil ring tension and run a vacuum pump or just run a thin ring package? Thank you!
Thanks for the question. It is better to use a thin 2 compression ring set up (3 piece ring set) than a thicker single compression ring set up (2 piece ring set).
Here’s why, the 2nd ring is 80% oil control, so by removing the 2nd ring, the oil ring tension has to be increased to maintain proper oil control.
A low tension 2nd ring and low tension oil ring along with the vacuum pump is a more efficient way to go.
So would this be better or worse for a vehicle that would tow or is it just better for the life of an engine overall with modern tech have been hearing of a lot of advancements in the last 20 years alone
Great question. Since towing places more load on the engine, the deeper valleys help with increased lubrication. As such, it’s beneficial for towing as well.
Are the concepts available for regular cars.
Can we buy these parts except for the coating process.
Thank you guys.
Yes, the honing techniques and parts are all available. Call our tech support team for details. 623-587-7400
You shout alot, but don’t say much. I was expecting more information regarding the honing process and what grit to finish a cylinder at for a specific ring.
Try this one instead ruclips.net/video/IUJDrHR1qsc/видео.html
Can these gapless rings be used on a stock everyday driver Toyota or Subaru engine? And should you? Just asking because my Subaru burns oil and sisters Toyota does as well.
No, the Gapless, Gas Ported top rings are not for street use.
Would you say your profilometer could allow someone without access to the big dollar automatic hones to achieve these results? Using the right stones with the right pressure to get a straight and round bore with the right Rvk, then plateau to a proper Rpk, achieving a good bearing curve as measured by the profilometer? Then adjust as necessary to obtain the desired parameters? Thanks
Yes, using a profilometer you can achieve the correct surface finish with an older, manual machine.
Lake. I’ve been using driven gp1 with good results. Do you still encourage people to use driven oil in their hotrods? Or is there anything else you would recommend
That GP-1 is what we recommend.
I'm curious if everything you're explaining in the video would apply in our Karting engine. We are running an animal 206 on alcohol, on dirt and are going to be In the process of refreshing our engine. Does Total Seal offer anything in that line. I noticed a video on Stapleton42 where you and your dad are into the karts yourself. Do you have any videos on that stuff ? It would be interesting to see if there were any major gains in such a little engine.
Thanks for the question. Yes, the deeper Rvk is a good option for a kart engine, especially on methanol.
We will have some future videos specifically on Karting engines.
Thank you, that's definitely interesting. Loving the video's! I'm hooked I'm definitely watching for those kart engines vids !
Again what the hell were the numbers to compare to. if fuel was a little different he said that was worth it did it go up 8hp.did it go up to 28 what the hell you leaving us hanging
Check out the fuel video to see why the fuel was playing havoc on the tests.
I just installed the gas ported rings in my Harley
hopefully it will help with the blow by on these big m8 engines
We’ve always seen them work!
Are these rings Moly filled or is that long gone , Havent built an engine for 20 years so wondering
The thinner 1.0mm rings are not Moly filled. They are coated with a PVD applied CrN coating.
I'm just wondering how this effects air cooled engines like those found in motorcycles, corvairs, porches and volkswagons?
In the case of the car engines they are quite old and seem like they would benefit from a more modern design.
They would all benefit from this as well.
@@TotalSeal the extra heat wouldn't cause issues with even gapless rings?
Would TSPR offer other shops who can hone/bore blocks with the same capabilities and result as QMP Racing towards east coast? Shipping, turnaround time as many shops are backed up into months.
Check out www.cncblockworks.com
@@TotalSeal Thank you guys for your service and response. I am a customer for TS currently and future.
Great video guys👍 It's my first time watching your channel and the last time I built an engine was the early 90s. I have some questions and if you've already covered them previously I apologise.
These have to do with street/strip applications....Will the narrow rings last as long?....Will the side clearance open up quicker?....What piston clearance do you recommend for cast and forged with the hone you're using?....Again...GREAT VIDEO
Thanks for the feedback and questions. The thinner rings actually last longer than the old school moly rings, and the smooth surface finish of the steel rings doesn’t increase the ring groove wear.
In regards to the piston to wall clearance, the extreme plateau finish doesn’t change the recommended clearance. We leave that clearance recommendation to the piston manufacturer and engine builder.
@@TotalSeal Thank you for responding. Rather than the ring groove, it was actually the side clearance in the ring land that I was curious about the wear.
.....In the late '70s I used chrome moly rings with low tension oil rings. The block was honed with torque plates and a 600 grit finish. It was better than stock but what you're doing these days makes it look pretty lame
Bad oglie Chevrolet
What was the clearance ?
With the coating, we ran .001 piston to wall clearance knowing it would open up to the ideal running clearance after break-in.
@@TotalSeal Thanks for the reply and support.
NA sure no big deal because you aren’t dealing with ridiculous cylinder pressures
Like high hp per liter turbo cars.
I wouldn’t say 1mm ring isn’t that thin with 840 hp 2.0 turbo 4cylinder running 35+ psi of boost. Then ask it to live for 2 years lol.
LOL, once you go over 20 PSI boost, everything changes and it seems like nothing lasts that long…
I think they forgot to talk about the dry film lubricant coating on the piston skirts reduces friction causing the engine to use let power to move the piston. The less thortle need to hold the the same rpm as before is also partly be a result of the dry flim lubricant. Thinner piston rings, oil, lighter parts less friction .
The skirt coating should not be contacting the cylinder during the running of the engine, so it should not effect friction. The coating on the face of the ring affects friction because it touches the cylinder bore. The skirt coating stabilizes the piston, which keep the rings from rocking out of contact with the bores. That makes a huge difference in reducing blow-by. The skirt coating plus the extra oil retention on the cylinders greatly improves ring seal.
@@TotalSeal I had to sit down when you said the skirt coating should not be contacting the cylinder walls. Ok when the skirt coatng contact the cylinder walls what this means is the ring are bad. Because i do skirt coating and i get pston with the skirt coating somewhat removed
@@coatingsplatingsjas1powder557 the contact is at start up. At high engine speed, the piston skirts should be riding on a film of oil. That is called hydrodynamic lubrication. If the piston skirt is touching the cylinder wall during high speed operation, then there is a problem.
@@TotalSeal yes oil pump volume low or carbon in gallery oil squirters thank you
@@coatingsplatingsjas1powder557 👍👍👍
I'm here to hone in my piston ring knowledge 😄
LOL
Impressive!
wait a minute- my house is on fire again. ok now I can watch another YOUR house is on fire video. MAYBE a more informative video would be to tell us WHAT HAS CHANGED in the last 5? yrs?? But no you would rather stand in front of my house and yell fire. Wait, I need more water- Maybe I can watch the next video?
Actually, the video we are putting out tonight is the deep dive into all the changes in ring materials, coatings and honing. It’s an hour long seminar that is incredibly detailed.
The problem I see coming is that most local engine machine shops will be reluctant to provide these specific honing parameters, or ones like these.
You might be surprised at how many smaller machine shops are buying the modern honing machines and Profilometers. It is the easiest way to get things right.
@@TotalSeal hmm, I'm learning a lot from these videos. Seems worth looking for local machinists who will do it. If they don't, I might try to spread the word about these videos them. Thanks!
Happy to help!
Why do testing with a terrible engine design like a chev. Bad friction and thurmal probles.
It is a very common platform and the parts are easier to source.
@@TotalSealThanks for responding. that is what the problem has always been really. I think their is a lot of meat on the bone with ather engine anyway.
@@michaelgiglio1571 Yep, it is a two edged sword. We do have some other engines in the pipeline for future testing.
Lake, I’m into Formula 1 racing, and the tech behind it. I’d love to know what kind of piston, cylinder, ring, hone and clearance package those 2023 v6 turbo engines are using. Those engines can’t even be started without being pre warmed first, so their combination has to be pretty special? Can you share anything about them?
F1 is super cool, but we can’t share any details.
Does "Detroit" know about this ??🤔
Yes! This type of hone procedure is common with the largest engine manufacturer.
Do you guys have an explanation of how that blow by gauge works?
Sure, we block off the valve cover breathers and direct all the pressure inside the engine through a hose that attaches the engine to the blow-by gauge. The gauge itself is a graduated cylinder, so the movement of the ball indicates the amount of air blowing by the piston rings.
@@TotalSeal How do you know what a nominal blow by is? I'd assume its dependent on the size of the engine. Or is there no nominal, you just want to see if theres been a reduction of blow by?
@@beachboardfan9544 it can be dependent on engine size, but for most engines (between 280 and 460 cubic inches displacement) typically a good blow-by reading should be between 4 to 6 SCFM. That’s why we were impressed with less than 3 SCFM. We’ve seen up to 10 SCFM with a stock type set up.
I'm Gonna Start Filling My Engine With Oil From Breakers Now hahahah
LOL
I looked at an article recently about people running sprintcars around the California circuit.. Depending on the tracks they run, they have 3 different exhaust / silencer combos to choose form, the noise restrictions are that crazy in some places! I don't know how you guys can do it!
Lots of testing to see how the different silencers effect engine performance.
Thank you,you throw so much information out but never throw the numbers that's mostly what we want to compare to see if it'sworth spend the money
Because every engine is different, we don't want to talk about specific gains in terms of horsepower numbers as some people might see much bigger gains. Most customers are picking up 8 to 10 HP by employing this honing technique, but others have seen much greater gains. Stay tuned for an upcoming video on Lake Speed's old NASCAR engine.
I'm surprised you guys aren't using a barrel fuel of some sort to have true A to B testing.
We are now! We’d had very good consistency from the gas station around the corner from the shop until this past year, and then it went off the rails. We are now using VP C-20. The video on that conversion process is coming soon.
its like Kenny Wallace on coke
LOL
But did the piston coating change the friction on the piston walls to improve efficiancy?
Good question. The piston skirts should not be touching the cylinders during operation. As such, the skirt coating has no effect on friction during normal operation.
How does this ring do with a boosted engine?
We’ve been running them in the Engine Performance Expo boosted LS, which made 1,300 HP. So far, they are doing great.
@@TotalSeal awesome I’m building an LS 408 where can I find them and the pistons?
@@DIYWithTheRichardsons These pistons came from JE, and they can supply Total Seal rings with their pistons.
@@TotalSeal thanks
What does RVK stand for?
Reduced Valley Depth - It is a measurement of the valleys on the cylinder bore to retain oil.
Great personality’s in the videos with the technology knowledge to cap it off. 👍
Thanks! We appreciate it!
Look like you're a decent oil pressure at the start but when you got up the RPMs what happened to the oil pressure down 24 lb not good at what 6,000 RPM?
That might be something with the video editing. The engine never had low pressure during any of the runs. That is something we watch closely.
It almost look like something that would happen to an engine with no windage tray and not a lot of oil capacity in the pan because I checked it and it was down to 24 pounds on your gauge on the dining room something to think about.
@@pauljanssen7594 That's wierd, I see what you are saying in the video, but when I replay the raw video it shows 70 something PSI oil pressure at 6,000 RPM. We will double check that next time.
I know you're trying to sell more expensive rings, but when are we gonna see a vertical gas ported piston vs the lateral ported rings. I don't see how air changing directions multiple times with the rings is more effective than for the most part straight down.
I'm not being a smart ass and love new ideas and technology but also want to see some apples to apples comparison.
We might try that. We agree vertical gas ports in the piston are very effective power wise, but they won’t have the durability of gas ported rings. Maybe we can come up with a test that can cover both aspects. You have our wheels turning. Thanks for watching.
@@TotalSeal rereading the first part of my comment, I know it sounds like I'm saying you're just trying to upsale (poor wording) when I know you're just showing the upside of a little more upscale/beneficial ring pack.
I do and would like to see a comparison of the two but no matter the results I'm still a total seal customer 👍
@@Dirtydave67 it’s all good! Thanks for the support and ideas for a future test.
What are the applications for gapless rings?
They are excellent for turbocharged engines (gasoline and diesel), supercharged engines and nitrous.
@@TotalSeal can one assume that for road race, issues with ring flutter happens at high RPM for extended periods of time?
@@CJ5EVOLUTION It can. The solution there is going to thinner, lighter ring package that includes a gas ported top ring instead of a gas ported piston. That will fix that problem.
@@TotalSeal yes that is the offer I got from Total Seal, but I'm waiting to get other parts of the build that are more expensive, my main challenge is to find a local shop to hone the block to. 010" over the stock size, where I live now shops are of very poor quality machine shop and vague knowledge, they don't even understand surface roughness, peaks and valleys, that is the down part of living in the middle east, just trying to avoid distroying the rings that are quite expensive.
What The benefit on honing
The different hone produced less blow-by and a considerable improvement in horsepower.
@@TotalSeal ok noted thank mate
Rabbit hole of tech. Love it
Thanks!
I would love to see this type of test with a set of DSS Pistons..
They make nice pistons. We stuck with JE as that was our baseline design.
With DSS and there X Groove skirt design with this type of hone I wonder if it would add to sealing and lube compared to a coated skirt or take away. No stones left on turned and always looking for perfection. Love all the videos and tech help you guys are awesome.
@@downtownbicycle we might try that sometime. So many ideas, so little dyno time…
Wish we had as much enthusiasm in the Uk to fine tune details that often get over looked :-/
We do wish everyone shared our enthusiasm for continuous improvement, but thank you for watching and being a kindred spirit!
We do... Just need to know the right people
@@gj91471 point me in right direction 👍🏻👌🏼
@@philipclegg5792 where in the UK are you based.
Are you looking for engine design and build?
Race car build?
@@gj91471 based in Barnsley South Yorkshire
Where are you
You guys really condense a whole lot of useful info into a short video
Thanks! We just released the hour long, deep dive video last night.
These two are a show all by themself.
LOL