*Keith: Thank you for your series of informative presentations. One correction though: For NA engines, it is Atmospheric Pressure pushing the air mass towards intake vacuum, not Gravity. Gravity has zero useful effect on intake air flow.*
QUESTION ,THERE NEEDS TO BE BLOW BY IN THE CYLINDER OTHERWISE YOU RUN INTO RING CHATTER NOT SO ? SECONDLY YOU ALSO MAKE LOWER TENTION RINGS ,IS THAT NOT THE SAME THING AS A WORN-OUT RING I MEAN WORN-OUT RINGS ALSO LOSE TENTION
Im from Germany, I have a 1970 Corvette LT1 w. stock 350 SB engine now 4.030 overdrilled and honed, using new TRW 1970s OEM style forged pistons on pink forged GM rods...I found one of your older gapless street performance kits that uses the second gapless ring system. This older Total Seal Ring kit was made 1995. Would you still suggest using it (I have it here on my desk) or better the newer Kits with gapless top ring?
I thought your Gapless rings were drop in. I recently bought the ts1 Gapless drop in set. In this video, you said they needed to be gapped but the card (purple) you provided. I was in spec on ring gap. I'm confused 🤔
The only ring I will run. It will also increase fuel efficiency by 2 to 5 %. Why? If you have say 4% blowby, (very realistic #) that means that 4% of your fuel is being wasted. 4% is Alot of fuel over the lifetime of a street engine.
best rings for any forced induction engine ! turbo , super charger = i recommend these for ALL SUBARU engines as a flat 4 the gap in the ordinary rings will work it`s way to the bottom = lowest part and oil consumption may increase ! porsche put a pin in the piston to stop that = but these rings will give a subaru engine = massive kilometer engine life !
I had these rings installed on my CRF450r by a shop in Phoenix (Cycle Dynamics) the owner is the grandson of the founder of Total Seal. I got 54hrs on OEM top end before it started having excessive oil blow bye. The bike has 121hrs on it now & still runs like a top. I can't rightfully attribute the longevity difference solely on the rings since new piston, valves, seats & head machining were also done but they do work & I have no problem using them again.
Let’s stop kidding ourselves hear,their is No Such thing as a Gapless Piston Ring,to be Gapless it would have to be a Solid Ring which if it was you would Not be able to get it over the Piston and into the ring groove. Having no ring Gap wouldn’t work anyway because the engine would seize up when it got to operating temperature,each of these ring Must have a gap,one to get them over the piston and two to allow for expansion and lubrication because without oil getting to the Pistons and Rings the engine would be knackered in no time. When fitting ordinary Pistons and Rings you all supposed to turn the rings around the pistons so that the gaps Don’t lineup thus preventing blow by or compression loss. I’ve been building engines for over 50 years and I wouldn’t think using this type of ring idea would do anything for longevity of a cylinder bore due to poor lubrication at the top of the cylinder. I honestly think this is a Snake Oil type of operation don’t fall for it. A firm called Cord Piston Rings did a similar thing years ago to stop oil consumption in a worn engine and they only worked for a short while and then the engine had to be stripped and rebored and new Oversized Pistons fitted.
If you are a 50yr. Builder you wouldn't worry about placement of rings 180° apart since the crosshatch will keep them rotating. Blow by is induced by not sealing, too much play piston to wall, top end.
@@lop8828 You’re talkings out of your Arse,crosshatching is only done to help the rings bed in properly it doesn’t make the rings spin in there groves Total Bollocks. If there were No Ring Gaps the rings wouldn’t spin anyway and there would NO lubrication to the top of the cylinder causing uneven wear of the Bore,think about it.
@@lykinsmotorsports Not when they get gummed up with carbon they don’t, they just stick in one place and wear the bore out,I’ve look at these rings and they’ve NOT Gapless,it would be impossible to get them in the ring groves if they were,spacing the rings out on the piston correctly would have the same affect as these so called Gapless rings. Someone else had the idea of cutting an overlapping L-shape in the rings which would probably work as well as these,if there was any merit in using these Gapless rings I think the big Piston manufacturers would have done it by now,snake oil comes to mind here but if people want to use them it’s their choice but I wouldn’t and I’ve built a lot of engines over the 55years I’ve been doing it.
You may have been building for 55 years but it may be time to teach an old dog new tricks. They absolutely will spin because of the crosshatch. If they’re carboned up then you’re not doing a good tubing job. It’s common knowledge they spin, you need to read up a little more.
It is the "sucking" of the piston during the intake stroke that creates the pressure differential that causes the atmospheric pressure to push air in, so the air is getting sucked in.
Would you dare run both top and second gapless rings in a normally aspirated engine? or, would that "oil starve" the top ring? I'm also interested in this concept for air compressors, to minimize oil into compressed air.
I am very interested in gapless rings. I heard that the rings themselves wear much faster in a daily driver application. Is that true? If they do wear faster, how much are we talking? I'm currently running a centrifugal supercharged 355 sbc at 9lbs. Roller cam/aftermarket heads about 650hp. Would you suggest a gapless top or a gapless second ring? Is running both overkill and unnecessary? Thanks for any info you can provide. I've loved the idea forever but I have no personal experience with gapless rings.
I have been recommending gapless rings for years in turbo motors. However, getting people to listen here on this, instead of just running a bigger ring gap on the top ring is not easy...
Can't we use both of the Top and second Gappless Rings in a street driven Turbo charged application and do we need special pistons to accommodate these Gappless cylinder Rings?
Gapless piston ring will cause catastrophic damage to the ring itself together with pistons and cylinder walls its very impossible to make it last long specially with diesel engines
I agree, I've been a mechanic for 16 years, you cannot do that because even a too little gap for a piston size specially in diesel engines with cast iron sleeve will suffer a catastrophic damage
That's incorrect, I had this very same Total Seal ring installed on my CRF450. The shop (Cycle Dynamics) owner is the grandson of the inventer. I got about 54hrs on OEM top end & the bike now has 121hrs with gapless ring & runs like a clock. I had the top end B&B with new valves & custom cut copper valve seats so I can't right fully attribute the longevity difference solely on the rings. But without a doubt they work in 4T engines.
I started using these in my VWs in 1970. RIMCO had them. The top rings worked great for me but I did discover the need for more gap. I also really appreciated being able to buy just the top rings instead of a set. It was definitely an affordable benefit back then.
