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ALL things related to the Ford 351C
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PostPosted: Fri May 12, 2017 4:06 am 
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What's the compression height on those Brent?


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PostPosted: Fri May 12, 2017 5:56 am 
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They are 1.076".

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PostPosted: Fri May 12, 2017 6:09 am 
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So the piston pin obviously intersects the oil ring grove. What is done to the pin to make that work? It must be a full floating pin I would imagine. What is done to support the oil ring at the pin?


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PostPosted: Fri May 12, 2017 6:50 am 
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Yes, floating wrist pin, which is pretty much a standard for modern pistons.

Once the piston is hung on the rod, there is an oil ring support rail that is put onto the piston. It has a little dimple on it that faces downward and you put that little dimple in the wrist pin bore. That way the support rail can't spin on the piston. The expander and oil rings are then put onto the piston like normal and the support rail offers a "floor" for them to sit on.

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PostPosted: Fri May 12, 2017 11:21 am 
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Thanks for the explanation :)


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PostPosted: Fri May 12, 2017 12:30 pm 
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+1 very common these days. Contrary to the popular myth created 20+ years ago by Probe , the pin in the oil ring has NO effect on oil control OR the lack of it. "Probe" DID have a problem when they first made 347 pistons. Their skirt turning procedure didn't compensate for the shorter overall length and the piston had little stability and poor ring control. They attempted to fix it by going to a 3mm oil ring and a shorter rod so the skirt got longer for more stability. In later years they figured out how to machine the short skirts and began using rail supports like everyone else in the industry.
Randy


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PostPosted: Fri May 12, 2017 1:01 pm 
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Thanks Randy.
How unstable do pistons get in a stroked 351C at BDC? How much piston coming out of the bore makes it unstable?


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PostPosted: Fri May 12, 2017 3:28 pm 
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They don't get too unstable at all.

When I tear down race engines that have had the bottoms of the cylinders properly deburred and rolled, there's little wear to be seen on the pistons.

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