5.3L forged pistons for turbo
08-22-2009, 12:42 AM
#1
5.3L forged pistons for turbo Putting a 5.3l with 317 heads in my 2002 camaro and wanted to put some forged pistons in for a little piece of mind. The only ones I could find were these from weisco:
Name:
Wiseco -2.2cc 3.78 - 3.80 Flat-Top Piston Set
Item#:
10-K474X
Features:
-2618 Alloy: Will not shatter like hypereutectic or cast pistons
-Strutted skirt design is the strongest and specially designed to run at as little as .004" clearance, with excellent skirt wear and minimal noise or rock
-Radiused Valve Pocket for detonation resistence and increased flow around valves
-Anti-detonation Grooves with the added benefit of keeping the top ring groove free of carbon
-3mm oil rings for better oil control and reduced friction for more horsepower
-Pressure Groove for enhanced ring seal
-Features Chrome Moly Pins and Spiralox (Tool Steel pins optional)
-Race-ready domes don't require deburring by the engine builder
-Skirt coated for lower friction, reduced noise, and superior life
-Multi-fit valve pockets for interchangeability of cylinder heads
They make a -7cc dished piston but it is for a 4" crank and I don't wanna get a new crank. I just didn't know if the -2.2cc flat tops with the valve reliefs will still be good for a turbo setup that will run around 18psi of boost and make about 700rwhp through a th400. The stockers are dished and have held 600rwhp pretty easily from many members, but I wanted a little extra insurance.
Any input/advice is appreciated?
Name:
Wiseco -2.2cc 3.78 - 3.80 Flat-Top Piston Set
Item#:
10-K474X
Features:
-2618 Alloy: Will not shatter like hypereutectic or cast pistons
-Strutted skirt design is the strongest and specially designed to run at as little as .004" clearance, with excellent skirt wear and minimal noise or rock
-Radiused Valve Pocket for detonation resistence and increased flow around valves
-Anti-detonation Grooves with the added benefit of keeping the top ring groove free of carbon
-3mm oil rings for better oil control and reduced friction for more horsepower
-Pressure Groove for enhanced ring seal
-Features Chrome Moly Pins and Spiralox (Tool Steel pins optional)
-Race-ready domes don't require deburring by the engine builder
-Skirt coated for lower friction, reduced noise, and superior life
-Multi-fit valve pockets for interchangeability of cylinder heads
They make a -7cc dished piston but it is for a 4" crank and I don't wanna get a new crank. I just didn't know if the -2.2cc flat tops with the valve reliefs will still be good for a turbo setup that will run around 18psi of boost and make about 700rwhp through a th400. The stockers are dished and have held 600rwhp pretty easily from many members, but I wanted a little extra insurance.
Any input/advice is appreciated?
08-22-2009, 01:45 PM
#3
With the 317 heads (72cc), it should be about 8.5:1 extrapolating from their site.
http://www.wiseco.com/Catalogs/Automotive/Chevrolet.pdf ...on page 17.
Car will be street and track, not driven very often at all though. Will just be running 91(highest we have) and more than likely alcohol injection for high boost. The compression it not a concern, more the design of the pistons. I know that a dished piston is ideal and wondering if this flat top design with the valve reliefs is going to not perform as well in regards to detonation. I really am looking for someone that has good knowledge of piston design and it's influence with regards to forced induction setups.
Thanks, james
http://www.wiseco.com/Catalogs/Automotive/Chevrolet.pdf ...on page 17.
Car will be street and track, not driven very often at all though. Will just be running 91(highest we have) and more than likely alcohol injection for high boost. The compression it not a concern, more the design of the pistons. I know that a dished piston is ideal and wondering if this flat top design with the valve reliefs is going to not perform as well in regards to detonation. I really am looking for someone that has good knowledge of piston design and it's influence with regards to forced induction setups.
Thanks, james
08-30-2009, 10:06 AM
#7
The compression height of the piston determines the available ring land thickness. A well designed piston will pull the perimeter of a reverse dome or dish in quite a bit from the ring grooves so it's not the "constriction". It's really the forging used that determines the crown thickness with different piston designs. In the case of a Wiseco forged piston, we typically build them with .250" worth of material under all sections of the valvepockets dish or otherwise.
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08-30-2009, 02:33 PM
#10
according to the specs listed, they use .927 wrist pin diameter.
the oe wrist pin for pressed gm rods is .945 and the ls2 type floating rods are .943 iirc.
u may want to call the piston manufacturer before you install the pistons to rods. the pressed gm rods do not come with the bronze bushings like the gm ls2 type rods.
the oe wrist pin for pressed gm rods is .945 and the ls2 type floating rods are .943 iirc.
u may want to call the piston manufacturer before you install the pistons to rods. the pressed gm rods do not come with the bronze bushings like the gm ls2 type rods.
10-22-2009, 01:29 AM
#11
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I am going from a 66cc head to a 70cc head on a twin turbo LSX and was wandering if it would be o.k. to compensate for the extra volume in the head chamber by backing out on my piston's dish volume? Is there any advantage for having a dish in the piston on a turbo application other then decreasing static compression? Thanks for any help, Michael.
