Post by Stinger on Nov 9, 2008 2:40:19 GMT -5
Custom CP Forged Pistons
CP makes the finest 2.3 Turbo pistons on the market, without question. There are other companies that offer pistons for these engines at a lower price but the bottom line is, you don't know what you are missing with those pistons until you see and use a set of CP's. They use the same alloy, machines, and finish work on all of their pistons, regardless of application. This means they are held to the same quality standards from stock replacements to the full on race engines you see in NASCAR, IRL, and endurance racing.
Rings: Ring choice is critical if you want to have long engine life. The excellent factory rings have been discontinued for some time now and there is no suitable exact replacement ring available in the aftermarket. Most, if not all "OE replacement" rings are made of some type of cast ring with a sprayed-on or filled "moly" ring. The original turbo 2.3 rings were a hard chrome-plated ductile iron ring set that would often times last 200,000 miles or more...quite a feat in a heavy T-Bird with a small displacement turbocharged motor.
We've been able to find rings that are made from the same material as the original rings. The "catch" if you want to call it that is that they won't work in standard turbo pistons, so in conjunction with CP Pistons, We've come up with a complete piston and ring package that has the excellent rings and high-quality CP pistons.
Sizing: The standard order piston is made for a 3.800" finish bore, stock "D" shaped dish, stock deck height, and stock pin size in order to be used in 2.3 engines retaining the stock stroke.
Custom pistons are available with different overbore sizes (.5mm, 1mm oversize) reduced pin height for strokers, custom dish shapes for Esslinger heads, or different compression heights. It generally takes 3-4 weeks lead time for a custom set. Custom pistons are special order and require email transactions to get all of the specs right before completing the order.
If you are serious about making power with these engines and want to build it right the first time, this is the only way to go.
Features included at no additional cost:
-Balanced to +- 1 grams
-Radiused Valve Reliefs
-Pin Fitting
-Fully CNC Machined
-Wrist Pins
-Pick Lock Grooves
-Accumulator Grooves - V-shaped groove machined into second ring land to collect excess gases during combustion & alleviate ring flutter, maximizing ring seal and increasing vacuum
-Dual Forced Pin Oilers - in conjunction with the dual fed reservoir add twice the amount of oil from the cylinder wall to the wrist pin
IMPORTANT: These pistons run tighter clearances than most forged pistons and are designed for a specific finish hone diameter, not a generic "forged piston clearance". The quality control is so tight on these pistons that we actually suggest having the block machined without ever giving the pistons to the machine shop. This eliminates the possibility of the "machine" shop trying to change the clearance specs to what "they" think you should run. I've seen it happen way to many times with unsatisfactory results. What would you rather trust, the piston manufacturer's specs or what a machine shop thinks would be best generic spec in all applications? All they need to do is machine a round cylinder with a 3.800" finish bore, nothing else.
3.800 Bore, D Shaped Dish, Stock Deck Height:
Piston Set (4) with pistons, pins, locks, and rings:
Price: $550 shipped
CP makes the finest 2.3 Turbo pistons on the market, without question. There are other companies that offer pistons for these engines at a lower price but the bottom line is, you don't know what you are missing with those pistons until you see and use a set of CP's. They use the same alloy, machines, and finish work on all of their pistons, regardless of application. This means they are held to the same quality standards from stock replacements to the full on race engines you see in NASCAR, IRL, and endurance racing.
Rings: Ring choice is critical if you want to have long engine life. The excellent factory rings have been discontinued for some time now and there is no suitable exact replacement ring available in the aftermarket. Most, if not all "OE replacement" rings are made of some type of cast ring with a sprayed-on or filled "moly" ring. The original turbo 2.3 rings were a hard chrome-plated ductile iron ring set that would often times last 200,000 miles or more...quite a feat in a heavy T-Bird with a small displacement turbocharged motor.
We've been able to find rings that are made from the same material as the original rings. The "catch" if you want to call it that is that they won't work in standard turbo pistons, so in conjunction with CP Pistons, We've come up with a complete piston and ring package that has the excellent rings and high-quality CP pistons.
Sizing: The standard order piston is made for a 3.800" finish bore, stock "D" shaped dish, stock deck height, and stock pin size in order to be used in 2.3 engines retaining the stock stroke.
Custom pistons are available with different overbore sizes (.5mm, 1mm oversize) reduced pin height for strokers, custom dish shapes for Esslinger heads, or different compression heights. It generally takes 3-4 weeks lead time for a custom set. Custom pistons are special order and require email transactions to get all of the specs right before completing the order.
If you are serious about making power with these engines and want to build it right the first time, this is the only way to go.
Features included at no additional cost:
-Balanced to +- 1 grams
-Radiused Valve Reliefs
-Pin Fitting
-Fully CNC Machined
-Wrist Pins
-Pick Lock Grooves
-Accumulator Grooves - V-shaped groove machined into second ring land to collect excess gases during combustion & alleviate ring flutter, maximizing ring seal and increasing vacuum
-Dual Forced Pin Oilers - in conjunction with the dual fed reservoir add twice the amount of oil from the cylinder wall to the wrist pin
IMPORTANT: These pistons run tighter clearances than most forged pistons and are designed for a specific finish hone diameter, not a generic "forged piston clearance". The quality control is so tight on these pistons that we actually suggest having the block machined without ever giving the pistons to the machine shop. This eliminates the possibility of the "machine" shop trying to change the clearance specs to what "they" think you should run. I've seen it happen way to many times with unsatisfactory results. What would you rather trust, the piston manufacturer's specs or what a machine shop thinks would be best generic spec in all applications? All they need to do is machine a round cylinder with a 3.800" finish bore, nothing else.
3.800 Bore, D Shaped Dish, Stock Deck Height:
Piston Set (4) with pistons, pins, locks, and rings:
Price: $550 shipped