Today was like Xmas. Got the cam from slantzilla to upgrade my turbo motor, Got the converter back from Edge racing converters. Machine shop called, said come and pick my parts up, and bring money. Had the block bored and honed, 3 holes to .030, and 3 holes to .060. had the pistons flycut, so I can run the 528 Mopar cam, pistons balanced to the weight of the old ones. Pistons swapped on rods. Took everything to the shop on Monday, and got it back today.
I was just going to freshen up the nitrous motor. When I took it apart, found 5 shot pistons. I was only able to find 3 new TRW forged pistons .030 oversize, and thanks to Charles Myers, he sent me 3 .060 oversize TRW pistons. So I am able to save my motor within my budget, and time frame.
Hope to get the Cuda refurbished, and out in a couple of weeks, for test and tune. If everything works out I will be at Bristol in June.

_________________
Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Gotta hand it to you Charlie, you are not messing around as far as getting the job done.

So, 3 holes at.03 and the other 3 at .06 O/S, that is something I have not yet done! OK, I have to know.... which holes got which size?
(think about the SL6 firing order)
DD

Think about it, Doc. It really doesn't make hardly any difference. The only thing to be careful of, is the balance. The motor had .020 TRW forged pistons, so we just made sure the weight of the new pistons was the same as the old ones. I needed a forged piston, because of the nitrous, but didn't have the money, or the time to wait, to get a set of custom forged racing pistons. Since the TRW ones have been discontinued, this was my only option. A couple people have questioned the fact of different size pistons, having different power output per cyl. I think the power difference, in .030 dia bore size would actually be less then the difference, from air/fuel variations in the intake system. Oh, 1,3,5 are .030 and 2,4,6 are .060.
PS. I have got to get the job done. Can't have your 170 going quicker then mine

_________________
Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

Hey Charlie, your moder will be just like a Jasper reman now. (Or a GM Goodwrench motor)

_________________
Official Cookie and Mater Tormentor.

Using one or two larger bores in a motor is one of those "dirty little secrets" that is done more often then people let-on to, I am not worried about it working.

I always think too much about these "off the beaten path" applications, always like to anticipate any "side effects" and do what I can to maximize the outcome.

I have not done this yet but what is the calculated cc difference based on the .03 difference? (in a 170's 3.125 "sweep")

Your comment about manifold fuel distribution differences being a bigger influence is good thinking, based on that, the lean holes should get the bigger pistons. (I'm just typing out loud)

Thinking in terms of mechanical firing order I agree with your "every other hole" decision. Another combo would be to think of the Slant in terms of two, 3 cylinder engines that are connected. Now you need to decide if it is better to drive the front or the rear "bank" (section) a little harder. Running engine "harmonics" is the unanswered question in my mind, I guess you will be able to answer that question soon enough.
DD