Its "Rings verses pistons walls in a fight to the death with forged aluminum slugs."
The bores will bed in, and make a moderate boundary layer of very tough low oil retention metal which may use a quart of oil per thousand miles if its as smooth. If its an old fashioned rough out, then it might just take a little longer to bed, and there is the 500 mile verses 6000 mile bed-in.
Piston slap happens,noticeable at 1500 rpm, often with forged pistons that don't have a to-spec plateau hone. Love RaceTeks, SPS'S, Ross pistons, Manley etc, all great stuff. Its the advances in piston and machining tolerances that allow newer non cast high silicon aluminum bore brushers work.There is a whole raft of work that has been done on conrods, and lets face it, a turboed 6 cylinder Toyota rod won't be a problem.
Instead of just thinking about great forged RaceTeks, consider the whole modern development of copying the full ring pack and cylinder bore fine texture specs from the post 1996 HyperEutectic Zolner and Mahle piston Fords. I've seen some issues with kicking out forged pistons on engines that don't have a proper bedding in process. My first was my mate Blairs attempt to upgrade from the factory cast 351 4V pistons to better TRW 351C bore brushers. We got the running clearance too close, and scored the bore. Same think happened with Mike 1157. The RaceTeks need very carefull set up using modern bore texture, and that means spending on someone who can give you the boundary layer target figures.Not average Ra...
Then you can fit in whatever rods you like most.
I'm against forged pistons unless you've gotten a proper bore texture. I'm all for better rods. I'm not into adding things to things unless it solves a clear problem. Breaking through the oil layer, and having to redo block machining is a common problem on six cylinder Fords when you go to forged pistons. Its a whole package, about finding the right mixture of parts.
Total Seal was fist off the blocks with getting the NASA era non average Ra data "out there"
On the pistons,
Rocklord put me onto one combination. You'll find that the Chrysler 3.3 liter V6 piston is a great 1.26" deck option in the near 3.68" size.
Since most 200 blocks are gonna need over boring, I personally recon the best option is a full six hole Melling sleeve kit. If you track down some stock DOHC 2002-2016 Australian Ford Falcon CP XR6 Turbo 3.642" pistons, or the non forged versions from the lower tier 254 to 321 hp versions, you'll not need forged pistons.The two links below describe plateau honing, something Ford and GM learned about in 1996 when the Zolner piston slapping issues happened when modern ring packs were used. The Aussie made piston is supplied by other companies know, but they have a 1.169" compression height, were designed for a 9.22" block deck, with a 6.006" rod length an a 250 cranks 3.91" stroke.
Using the USA Nasa era laser profilometer details on setting up protective, non flutter boundary layer safety and hatch angle, Ford Australia opted to keep the US Windsor 5.0 liter engine alive for a few extra years via a spacial plateau hone of a stock Mountainer/Explorer 5.0 1996-2001 era block, and use it to make a non forged piston, 335 hp 5.6 liter 342 cube stroker. They optimized the bore texture, and downgraded the pistons to a Mahle non forged 4.00", and 1.169" deck piston.
Same applies to the 2002-2016 DOHC Falcons, they kept with non forged 1.169" deck pistons via ACL/Mahle on the non turbo, and they work fine.
The later turbo versions got an extra shot of boost, and made 362 to 422 hp, up from the 5 psi engines 321 hp in the first few years. When extra bost was added, Ford had a downgraded to a very strong, smaller diameter wrist pin, and they used forged pistons via CP.
So forged pistons (albeit, 38 thou undersize from the stock 3.68) for OHC Ford Falcon sixes are around, and they a very,
very tough.
Going back
You can offset stroke to 3.316" inches with a 1.936" wrist pin on a 200 crank. Conrod to cam room is limited, but it can be relieved if the cam is kept heads up with no advance or retard. Like the old L6 Holden 179/186 strokers which Bob Mann built with Ford's Australian 3.1, 3.6 or 4.1 (188, 221 or cut down 250 cranks), its con-rod to cam clearance is close, but its doable.
If you used the bomb proof 4.08" bore center crank found on any 1981-1985 Holden 3.3 liter engine, it has a cast nodular iron 12 counter weight crankshaft that can be offset turned by down-hand welding to upsize its 1.899" crank pin to the nominal Toyota size. The stock Holden crank can regularly take 7500 rpm, even in long 99 to 161 lap races. It's GM's best ever cast iron six cylinder crankshaft.
Surface texture of the Melling sleeve is close to optimum for an engine reving to 7000 rpm. With the right rings and Sunen laser profilemeter specs, you can plateau hone a sleeve to suit a 60 or 90 thou overbored 200 engine, and get enough wall thickness to ensure the 200 engine will live practically for ever.
Or some GM 4200 DOHC sleeves and pistons.
https://link.springer.com/article/10.10 ... 010-9733-y
https://www.sunnen.com/graphics/assets/ ... d2db44.pdf
Sleeves which aren't too big are a time honoured way of making sure an engine lasts