BannedCR500Riders.com

huh ? its inside the wrist pin hole (look at first pic) and on the pin area. those are machined areas. its a coating but not sure what kind. what stumps me is why they put it in the cutout pin area, or the fukin pin hole.

underside also machined. can see where the machine bit cut.

That is what my Cat pistons looked like and it is a coating just not sure what kind.

clyde do those pistons run the new "semi-keystone" rings

i looked at a piston a local dude had in his archives, wont work on the honda. The piston skirt on the intake side is too narrow, once the rainbow shaped opening is cut theres no support on the outsides.
The rotax parts seem to be the way to go

glen howell wrote:The newer o/size sleeves can be bored to 92.00mm

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Glen on a resleave for the later years with thicker skirts are they pressed in from the bottom?

If so what would keeps the sleeve from dropping over time

thanks
Dave

the sleeve on the right is a repair sleeve for if you break the bottom off, its an LA SLEEVE shelf part, bottom up, just like the h5077C thats made for the 89+ cyl, if you want its availalbe in aluminum, i've done a few of those.
The left sleeve will go into a worn stock liner that stil has the bottom pieces attatched.
Theres no problem with the sleeve moving, its in pressfit, we've been dooing it for years

rsss396 wrote:That is what my Cat pistons looked like and it is a coating just not sure what kind.

clyde do those pistons run the new "semi-keystone" rings

uses 3504TD. im guessing thats standard cr500 rings but not sure.

My JE turbo pistons have a permanent dry film coating on the skirts and a thremal coating on the domes.
It looks allot like that, but I am going to guess the pistons pictured have hard anodizing, as they look to be treated even in the wrist pin bores. Are the ring grooves treated too?

Hard anodizing will assist with maintaining grain structure on the surface of the piston under high temps, and assist to prevent galling, plus the tolerances are unnaffected, whereas coatings do change dimensions slightly.

This is the car that my buddy Ron Lummus drives...

390# Ford, 2x big turbos..... 6:40's @ 238 mph.



They never run coated pistons.

Ron said ... " If the tune-up is right, everything lives. If the tune-up is wrong.... everything melts. Period"

Coatings can only do so much.

AlisoBob wrote:

This is the car that my buddy Ron Lummus drives...

What does that guy know? He still has the Rustang emblem on the grill blocking all that air flow, hes obviously an amature...

Car in the first pic looks like a twin turbo, the second pic looks like a big single.....

britincali wrote:Car in the first pic looks like a twin turbo, the second pic looks like a big single.....

Definitely 2 different setups...

This guys pistons are all coated...

I'd coat my piston with the chick in that pic

AlisoBob wrote:

This is the car that my buddy Ron Lummus drives...

390# Ford, 2x big turbos..... 6:40's @ 238 mph.



They never run coated pistons.

Ron said ... " If the tune-up is right, everything lives. If the tune-up is wrong.... everything melts. Period"
.

haha, ok you old sliverback, you can stop pounding your chest!

I would definately agree with that statement, but i am willing to pay for any added insurance. It cost me $18 per piston for $1000 piston assembly( 4 pistons rings etc), plus labour gaskets and other rebuild parts.
If it will survive even one more trip down the 1/4 mile, its worth it.
I can't run an intercooler on my zx14, its not feasable, no space left, and so any heat I can blow out the cylinder instead of through the piston is going to add to longevity.

I don't have his maintenance schedule, or budget to work with.
Its a hobby for me.

Hard anodizing makes a big difference on wearing (Not melting components) Thats why Hinson hard anodizes the clutch baskets.

Bob, I know you already understand what I am talking about, you are no dummy

Coatings can only do so much

I dont know why they havent used this ring before for the 500, i have wiseco rotax pistons from them with this and they've been using them in those engines for 10 years

I spoke with Wiesco and they say that "coating" is an electro plating process and is a heat rejection coating desined to keep heat in certain places of the piston and heat out of certain areas...

He also said that the one piston design will cover all years of cr500 old to not so old. No more 2 different pistons...

they've had no reason to offer 2 pistons, if anything they've done it backwards.
The old 554 sytle piston had a larger cut on the intake side, but only in some of the versions they offered, it also had 2 different wrist pins and a narrow or wide face depending on the version.

they then offered the new version, the 636. the first ones were made on the 554 forging and had the 636 etched in the top, same narrow and wide flip floping and intake cut beeing different

finally they made a new forging labeled 636, it had only a small intake window and was cut only intake side and later offered full round

its all horseshit

I bet they've scammed some design stuff off the pro-x altho they deny it and dont own prox, a mother company owns both. The chances that we'll see a heap of crap are increasing with each conversation they have. I'll make a evolution chart of the pistons when i get a chance

wow, the weight on the boat anchor is way high, I'm not surprised my gen-3 vibed like crazy after doing the topend with one of those.

dannygraves wrote:wow, the weight on the boat anchor is way high, I'm not surprised my gen-3 vibed like crazy after doing the topend with one of those.

Ritchie said it vibed cuz teh motor was laying in the frame...

More great info! Thanks for sharing Adam!

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