According to Vizard and others the 1/16" piston ring isn't as durable as the 5/64" ring and shouldn't be used for street duty. Now I see Brand-X is putting them in their V-8 engines. Don't know how long this has been going on but there doesn't seem to be any durability issues.

Anyone use them in a SBC rebuild? What kind of life did you get out of the rings?

Mike

Mike,
Almost all of the new car manufacturers, including GM have been using 1.5mm or 2mm top rings for a number of years now. Ford started using them in the 5.0 Mustangs over 15 years ago ! 1.5mm is only .060" , slightly less than 1/16". I really do not think durability is an issue.

Bill,

I guess it shows how old my books are! :D

I gess we dont' blow up enough engines at work anymore. I don't get to see what's inside! tongue.gif


Thanks!
Mike

Another example of the fact that you should not take everything as gospel that you read in the engine building books.
At one time, ring materials and manufacturing procedures were not very technologically advanced. Back in those days a 1/16" (.0625")cast iron ring was not as durable as a 5/64" (.0780"), due to the reduction in mass. Current production rings are far superior with quality materials such as ductile iron and steel. Like Bill K said, many cars produced within the past 10 or 15 years use a 1.5mm (.0591") top ring, including LS-1 and LS-6. Many *&@#% import cars have 1.0mm (.0394")and thinner top compression rings. Some F-1 and IRL engine builders are now experimenting with .7mm (.0276") compression rings! As a comparison, most three piece oil ring assemblies use a .0240" oil rail. We are also producing a 1.0mm one piece oil ring for IRL engines, price is approximately $60.00 for each ring.

Originally posted by engineguy:
We are also producing a 1.0mm one piece oil ring for IRL engines, price is approximately $60.00 for each ring. Bill,

Yes, you are exactly right. By the way, who is the "we" in the paragraph above?

Mike

One of the reasons I would think that they had a bad reputation was that way back when many pistons that used 1/16 rings also had .010 piston to wall clearence.... Even many TRW/SpeedPros had .005 clearence...The expansion and contraction of Race Type forged pistons were a bit different than a cast or TRW type forged piston....And in most cases those who used 1/16 type rings ran the engines really hard.

Mike,
I work for Dana. The U-flex oil rings are manufactured at one of our European plants. Are doing some development work on these, in larger bore sizes, with a major piston manufacturer, in conjunction with some NASCAR teams.

Originally posted by engineguy:
Mike,
I work for Dana. The U-flex oil rings are manufactured at one of our European plants. Are doing some development work on these, in larger bore sizes, with a major piston manufacturer, in conjunction with some NASCAR teams. engineguy,

Always enjoy reading your posts, thanks for the insight.

Good company Dana. I was hoping to work for DCN at one time, but F snagged me.

Question:

Is anyone planning on making a head gasket that will allow a 4.6 liter Ford to be bored out more than .02"?

Mike

I'm assembling a 407 SBC with SRP flat top pistons. They use the 1/16 top and second rings...I think most SRP stuff does actually.

I've never tried them, but will give them a shot. Easier to install on the pistons at least... smile.gif

Mike,
Try Cometic for the larger bore 4.6L Ford gaskets. They make some awesome multi-layer steel head gaskets, pricey but real nice gaskets. You will notice that most of the NHRA Pro Stock cars have a Cometic decal displayed. They are supplying MLS head gaskets to almost all the top runners now. Cometic can be reached at 800.752.9850, website is www.cometic.com. (http://www.cometic.com.)

Checked out the website - thanks Bill!