trying to choose pistons endyn or cp pistons? turbo application.
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trying to choose pistons endyn or cp pistons? turbo application.
searched already but tryin to see whats the best recommended 9.5:1 endyn roller waves or 9.0:1 cp pistons for my h22 already sleeeved with GT35R?
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Re: trying to choose pistons endyn or cp pistons? turbo application. (Rosko)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Rosko »</TD></TR><TR><TD CLASS="quote">endyn's are just reworked wiseco's correct?</TD></TR></TABLE>
I thought I read in Honda Tuning that Wiseco makes the pistons to Endyns specs...and that it's Endyn's own special design.
I thought I read in Honda Tuning that Wiseco makes the pistons to Endyns specs...and that it's Endyn's own special design.
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Re: trying to choose pistons endyn or cp pistons? turbo application. (superturboprelude)
they are both kickass pistons. I already have cp's for my turbo build. either or will do just fine.
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Re: trying to choose pistons endyn or cp pistons? turbo application. (superturboprelude)
i read this on their site is this true compared to the cp pistons and will it benifit me though
Roller-Wave....What Is It?
In the mid-to-late '70's, I found that biasing the mixture to the exhaust-side of the piston netted lower fuel consumption, as well as considerably less tendency for detonation in 2-valve NASCAR and drag race engines. Those experiments ultimately lead to swirl combustion technology that dominates 2-valve race head design today. Today's 4-valve pent-roof combustion chambers don't lend themselves to conventional swirl combustion as readily, so a rethink was required to mechanically enhance their combustion properties.
Since confining mixture and initiating the burn on the exhaust-side of the piston takes full advantage of exhaust-valve heat for mixture ionization, I utilized tighter (and larger area) quench clearance on the intake-side of the piston to force a mixture wave to flow toward the exhaust-side of the chamber as the piston approaches TDC. I've incorporated less piston dome volume on the exhaust-side with both more piston to head (quench) clearance, as well as the trough that incorporates both exhaust valve relief's. This trough lines up precisely with the down-sloping combustion chamber at TDC, reflecting and rolling the mixture that's traveling toward it from the intake-side. Confining a rolling turbulence to the exhaust-side of the piston insures that more mixture components will be lighted during ignition, and a faster, more complete combustion event will result....permitting one to use less spark advance and fuel, to achieve more power and less detonation in any application, whether normally-aspirated or forced-induction.
When one has the ability to shape the combustion event using mechanical design, it's possible to also design the tuning parameters the engine will "want", rather than living with compromised tuning and performance created by the use of more generic combustion space designs.
Roller-Wave....What Is It?
In the mid-to-late '70's, I found that biasing the mixture to the exhaust-side of the piston netted lower fuel consumption, as well as considerably less tendency for detonation in 2-valve NASCAR and drag race engines. Those experiments ultimately lead to swirl combustion technology that dominates 2-valve race head design today. Today's 4-valve pent-roof combustion chambers don't lend themselves to conventional swirl combustion as readily, so a rethink was required to mechanically enhance their combustion properties.
Since confining mixture and initiating the burn on the exhaust-side of the piston takes full advantage of exhaust-valve heat for mixture ionization, I utilized tighter (and larger area) quench clearance on the intake-side of the piston to force a mixture wave to flow toward the exhaust-side of the chamber as the piston approaches TDC. I've incorporated less piston dome volume on the exhaust-side with both more piston to head (quench) clearance, as well as the trough that incorporates both exhaust valve relief's. This trough lines up precisely with the down-sloping combustion chamber at TDC, reflecting and rolling the mixture that's traveling toward it from the intake-side. Confining a rolling turbulence to the exhaust-side of the piston insures that more mixture components will be lighted during ignition, and a faster, more complete combustion event will result....permitting one to use less spark advance and fuel, to achieve more power and less detonation in any application, whether normally-aspirated or forced-induction.
When one has the ability to shape the combustion event using mechanical design, it's possible to also design the tuning parameters the engine will "want", rather than living with compromised tuning and performance created by the use of more generic combustion space designs.
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