monotherm steel pistons
- Thread starter Andrew
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Fingers pistons have proven themselves, mark drives white lightening at 1000+ hp and for over a year he has been saying he is just waiting for his motor to go boom. So they're reliable at a high hp level, and they have been taken to higher horsepowers than some forged pistons can stand.
But the ultimate piston would be a monotherm piston with johns bowl design in it
have any examples of forged breaking?
Overkill is honestly the only truck I can think of besides maybe some sled pullers. Most people tear down they're motor anyways every season. I think "the hulk" blew up a couple times with forged pistons too.
Edit: I'll correct my statement because maybe it was to literall, I'll say the fingers cast pistons can probably hold they're own against a forged piston. Granted the forged will probably last longer at high hp levels (1400+) but still impressive for a cast piston to last at 1600+
blowing up "with" a forged piston in the motor is different that having the engine blow up "because" of the forged piston.
I dont believe either of those trucks blew up because of a forged piston failure.
I dont believe either of those trucks blew up because of a forged piston failure.
I've seen forged pistons melted in a couple different engines. In one the head literally broke. The engine failure wasn't because of the pistons.
I can't say on a Cummins or DMAX, but I am 99% sure they will be far heavier. On all of our John Deere engines using them, they look slimmer and thinner everywhere, but are FAR heavier. But a 2100-2400 rpm engine, weight isn't as big of a deal.
Thank you for clearing that up :thumb: shame there heavier you'd think with so much less to them they would be lighter
I agree it is very impressive that's why I choose them as my piston in my build. I really wish someone would break one of them damn things so we can have a rough idea of the true abuse they can take lol
A quote from Guy in his thread.
Rounded up some pistons this morning and ran them across the scale. These are pistons only, no pins or rings.
LB7/LLY +.020 Piston 845-860 grams. (Cut and Coated 16.8:1 compression)
LBZ/LMM Std. Bore Piston 918 grams. (16.8:1 compression)
LML Std. Bore Piston 834 grams (16.8:1 compression)
Forged Stock Stroke +.020 Piston 847 grams. (16.5:1 compression)
Duramax Billet Monotherm +.020 Piston 1064 grams. (16.5:1 compression)
Rounded up some pistons this morning and ran them across the scale. These are pistons only, no pins or rings.
LB7/LLY +.020 Piston 845-860 grams. (Cut and Coated 16.8:1 compression)
LBZ/LMM Std. Bore Piston 918 grams. (16.8:1 compression)
LML Std. Bore Piston 834 grams (16.8:1 compression)
Forged Stock Stroke +.020 Piston 847 grams. (16.5:1 compression)
Duramax Billet Monotherm +.020 Piston 1064 grams. (16.5:1 compression)
But could it be a problem with the cranks? There have been discussions of high hp + a heavier rotating mass = what breaks the cranks.
That was one of the first sets, they were billet and machined down, once from Mahle's mold I think they hope to be lighter...
I definitely don't see a place for monotherm's in high rpm pulling, I personally think it would be harder on the crank. I would love to build an aluminum rodded DMAX with the 1.125" wristpins to drop bobweight. It's just not in the cards for me though.
There 82 grams heavier than an LBZ/LMM piston... Steel Vs. Cast aluminum/with ring insert. I would not consider that a "good bit heavier". As yellowjacket mentioned hopefully the consumer version will come in at the same weight or lighter. Time will tell.
I was doing the rough added weight when put into rotation rough visualization lol seems a lot when its put in motion cause I know every so many grams adds so much lbs of force when spinning. But yes it would be great if once actually out into production it would be the same or less.