Total Seal Rings

[trmnatr]

I have used both the GoldFinish and AP Non-Gapless rings but have not had the engines back in the shop for a re-build

What are your guys thoughts on these rings as far as wear? I know they both are very flat, The AP uses a Chrome Nitride face coating and the GoldFinish uses a PVD coating

Have any of you had these on the dyno compared to a std moly? I dont have access on the dyno but i dont think the engines lost any power/performance with these rings

It will be interesting when we get the engines back for teardown to see how they are holding up

[SSDiv6]

Originally Posted by trmnatr

I have used both the GoldFinish and AP Non-Gapless rings but have not had the engines back in the shop for a re-build

What are your guys thoughts on these rings as far as wear? I know they both are very flat, The AP uses a Chrome Nitride face coating and the GoldFinish uses a PVD coating

Have any of you had these on the dyno compared to a std moly? I dont have access on the dyno but i dont think the engines lost any power/performance with these rings

It will be interesting when we get the engines back for teardown to see how they are holding up

This has always been a controversial subject.

In the have spoken to engineers that were involved in developing rings for the Pro Stock class engines, current Pro Stock and also NASCAR. Also seen lots of discussion on the subject at the SpeedTalk forum.

Like I said, you will get all kinds of responses. In a nutshell, what I have found is the gapless rings may work in applications with big bores, thin wall blocks and compression ratios not exceeding 14 to 1. In applications with small bores and lots of compression, will make less power and slow down the car.

My choice is Akerly & Childs top ring, Napier second and low tension oil. The main factor in engine sealing is the proper choice of ring material, proper wall finish and optimum ring gap for the application. Too many times the gapless ring will act as a band-aid for other problems in the engine.

[trmnatr]

Originally Posted by SSDiv6

This has always been a controversial subject.

In the have spoken to engineers that were involved in developing rings for the Pro Stock class engines, current Pro Stock and also NASCAR. Also seen lots of discussion on the subject at the SpeedTalk forum.

Like I said, you will get all kinds of responses. In a nutshell, what I have found is the gapless rings may work in applications with big bores, thin wall blocks and compression ratios not exceeding 14 to 1. In applications with small bores and lots of compression, will make less power and slow down the car.

My choice is Akerly & Childs top ring, Napier second and low tension oil. The main factor in engine sealing is the proper choice of ring material, proper wall finish and optimum ring gap for the application. Too many times the gapless ring will act as a band-aid for other problems in the engine.

Not looking at Gapless Rings , I do not use them, The Goldfinish ring which is basically a HellFire ring Parallel lapped to +/- .0002" with a PVD coated face are the ones i have used but do not know how well they hold up as i have not had the engines back yet - I would really like to see how many people have used this ring and i really would like to know how the rings and wear was when they got back in the engine - Usually i use Speed-Pro

They also have an AP ring {Not Gapless}, the ring is a steel ring with a Chrome Nitride face coating for easy break in and less wear on the cylinders with the steel ring

For sure Napier seconds are the best i have seen, Agree 1,000%