Custom cut aluminum pistons
- Thread starter Tbone3366
- Start date
For your specified application, you can use a 4032 alloy forged piston.
They are eutectic for good thermal expansion control and are more malleable than a hypereutectic piston.
As a forging, they will offer the extra margin of strength.
Autotec/Racetec offer custom 4032 alloy forged pistons.
You can also check with Mahle, Diamond, BWE and JE.
What do you need for a piston head design?
They are eutectic for good thermal expansion control and are more malleable than a hypereutectic piston.
As a forging, they will offer the extra margin of strength.
Autotec/Racetec offer custom 4032 alloy forged pistons.
You can also check with Mahle, Diamond, BWE and JE.
What do you need for a piston head design?
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im talking about milling out my own pistons, im wanting to work with some different piston face designs along with it being ribbed in the bottom section like an F1 piston so it can be lighter but retain the strength it should carry for a reliable maybe 200HP 300tq 300
Firepower354
Famous Member
Billet DIY pistons? Melting soda cans ain't gonna do it... Cam-ground skirts, tapered top to bottom, precise ring grooves, pin bores, pretty tough without a half-million dollar 5-axis and a few years of experience programming it.
The benefit of ultra light pistons drops exponentially as revs decrease.
A set of Mod 5.4 rods and custom pistons to match, would be a cheap/easy way.
Or long LS tall deck rods and standard SBC solid dome slugs that you can mill the lids to match your chambers, reduce weight without having to design a piston from scratch.
The benefit of ultra light pistons drops exponentially as revs decrease.
A set of Mod 5.4 rods and custom pistons to match, would be a cheap/easy way.
Or long LS tall deck rods and standard SBC solid dome slugs that you can mill the lids to match your chambers, reduce weight without having to design a piston from scratch.
The Autotec pistons for the 300 six are ribbed similar to an F1 piston.
The stock pre 1987 pistons and pin weigh about 820 grams.
The 300 six Autotec piston and pin shown below weighs 574 grams.
As Firepower stated above, pistons at room temperature are not round and they are wider at the bottom of the skirt than at the head.
Im shooting to mill out billets for my engine to get a good feel for it, i plan to make my own i6 casting and head casting as a 2.0 version of the 300 like how the 350sbc evolved into the LS 5.3The Autotec pistons for the 300 six are ribbed similar to an F1 piston.
The stock pre 1987 pistons and pin weigh about 820 grams.
The 300 six Autotec piston and pin shown below weighs 574 grams.
As Firepower stated above, pistons at room temperature are not round and they are wider at the bottom of the skirt than at the head.
Im shooting to take the shortcoming away like the poor port flow, and such but make a streetable engine with a stock powerband from idle to 4k like what the 300 was meant for, i brought up the cleveland head in the ither post to get an idea how it performs in the low end, the ports are too big so it kills low end power, stuff like that
Ive settled on a 2V ohv crossflow motor with the timing gear just take the roughness of a stock 300 polish it up, i plan to cast a cant valve head but with some cleverness involved, but back to the main subject,
I really was hoping to get some notes on how i should setup the ring lands, stuff like that for a good daily, with the intention of knowing that some people will want to make power in the top end so im pre emptively having it setup to handle the power but im really shooting for the durable low end grunt a 300 was known for just in a modern package
Going with a sohc design along with shooting for better fuel economy, and also beef up the block i would like to do a 4.25 bore by 3.98 stroke and run a sleeve for 4.0 bore
The peak piston velocity occurs at 74 degrees before and after TDC.
At that point the 300 six piston is traveling 4378 ft/sec. at 4000 rpm
The piston displacement at that point is 380 cfm.
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I won’t argue your math. I trust it. What I see is that all cylinders combined are pulling about 350cfm at 4,000.
I’m not sure what your implying. Are you suggesting that a head flowing 380cfm will make more power at 4,000rpm than a head flowing 200cfm?
All I’m pointing out is that a single intake port services only one cylinder and the total engine displacement is not relevant.
Secondly, a 300 six has the same single cylinder displacement as a 400 V8 and peak cylinder flows can be relatively high
Secondly, a 300 six has the same single cylinder displacement as a 400 V8 and peak cylinder flows can be relatively high
Firepower354
Famous Member
1.25lb/ft @2500 NA on gasoline, with 50ci cylinders? Seems pretty optimistic, even if you have obtained the abilities/facilities to carry out such lofty goals of designing, casting, machining a clean-sheet cylinder head...
PN managed 338 ft lbs in the video posted in the Big Six section.
375 ft lbs would not be much of a stretch with a higher velocity head.
It is optimistic. I’m getting the impression that this is sort of fictional, and that’s fine.
Paul I think there are things that your not taking into consideration. Let’s say the head and manifold was capable of supplying the cylinders with 340 cfm, meeting the piston demands at all times. The engine would reach 100% VE at 4,000rpm and suffer from severe revision at every rpm below that.
You need a pressure differential to create air speed. That air speed will have inertia behind it to counter revision, widening the power band and making over 100% VE a possibility.
Paul I think there are things that your not taking into consideration. Let’s say the head and manifold was capable of supplying the cylinders with 340 cfm, meeting the piston demands at all times. The engine would reach 100% VE at 4,000rpm and suffer from severe revision at every rpm below that.
You need a pressure differential to create air speed. That air speed will have inertia behind it to counter revision, widening the power band and making over 100% VE a possibility.
I didn’t mean to imply that the port flow should meet peak flow due to piston movement.
I just wanted to show what the peak displacement flow was for a single cylinder and to point out that port flow considerations is based on a single cylinder rather than 1/2 engine displacement x rpm x VE.
I just wanted to show what the peak displacement flow was for a single cylinder and to point out that port flow considerations is based on a single cylinder rather than 1/2 engine displacement x rpm x VE.
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