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Diamond’s new inboard billet pistons with buttons are designed for racers who regularly replace pistons in a hurry and who desire the special features of a modern inboard piston design.
Tag: DIAMOND PISTONS
DIAMONDS FOR THE PONY-COYOTE
Posted By Mike Mavrigian,
August 31, 2010 ·
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For those who wish to add a turbo, or any power adder, to their new 5 liter 2011 V-8 Ford Mustang Coyote, forged pistons will be necessary to transmit the additional power. For this purpose Diamond is announcing a new series of low-silicon 2618 forgings, comprising a variety of compression ratios from 8.5:1 to 11.5:1. [...]
PROJECT FORD FE, PART 3
Posted By Mike Mavrigian,
September 2, 2009 ·
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by Mike Mavrigian FILE FITTING THE RINGS Because of our over-honed cylinder diameters (4.263″), standard size rings wouldn’t work, so I started with a set of Total Seal rings P/N CR7190 35, supplied with our Diamond pistons. These are intended for a bore diameter of 4.268″ (1/16″ top, 1/16″ 2nd, 3/16″ oil), requiring a custom [...]
NEW PRODUCTS
Posted By Mike Mavrigian,
August 18, 2009 ·
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Check out the latest and greatest in terms of engine components and machine shop supplies & tools.
PROJECT FORD FE, PART 2
Posted By Mike Mavrigian,
August 3, 2009 ·
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WE BALANCE AND BEGIN ASSEMBLY text, photos and assembly by Mike Mavrigian Crankshaft balancing was next on the agenda. Since the Diamond pistons are already weight-matched by Diamond, and the Scat connecting rods are weight-matched at both small and big ends, we didn’t need to perform any weight corrections to those components (I [...]
PROJECT FORD FE, PART 1
Posted By Mike Mavrigian,
July 13, 2009 ·
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BUILDING A STROKER 427 FE After salvaging an original, well-worn 1966 Ford 427 side-oiler block, we begin to build a 485-cube big-dog. Bigger bore and longer stroke…whoof whoof! by Mike Mavrigian all photos by author ENGINE HISTORY/GENERAL INFO The Ford 427 “side oiler” motor was produced from 1963 through 1967, and was used in a [...]
PROJECT 632, PART 3 (D)
Posted By Mike Mavrigian,
May 22, 2009 ·
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JESEL BELT DRIVE Instead of using a conventional oiled timing chain setup, we opted for Jesel’s way-cool belt drive system. This offers adjustability, precise cam timing and the belt soaks up any operational harmonics. The first step is to install a stock-type big block Chevy timing cover gasket to the block face. I smeared a [...]
PROJECT 632, PART 3 (B)
Posted By Mike Mavrigian,
May 22, 2009 ·
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CAM BEARING INSTALLATION Note: The cam bores feature sharp edges. To aid in camshaft bearing installation, first deburr the edges with a sharp scraper. Once all block grinding, tapping, and deburring was finished, the block was thoroughly washed, rinsed, and blow-dried, with 5W30 engine oil applied to the cylinder walls to prevent surface-rusting. The camshaft [...]
PROJECT 632, PART 2 (C)
Posted By Mike Mavrigian,
May 22, 2009 ·
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The valve reliefs were cut with precision. The intake pockets are 0.270″ and exhaust pockets are 0.064″. Notice that the pin bore location encroaches into the oil ring groove. Diamond supplied a set of support rails that are installed prior to the oil ring package. These provide footprint support for the oil ring package. Scott [...]
PROJECT 632, PART 2 (B)
Posted By Mike Mavrigian,
May 22, 2009 ·
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HONING THE CYLINDERS Following a recommendation from our buddies at Sunnen, we visited Gressman at Gressman Powersports in Fremont, Ohio (Gressman has built a number of 632 motors, in addition to countless big-number drag, sprint car and road-race engines). Naturally, the Ohio winter weather forced us to drive in sub-zero temperatures. Even with the block [...]