Total Seal Piston Ring Sets
Total Seal Piston Rings - The Piston Ring Authority Since 1967
A piston can only perform as well as the rings surrounding it do. That’s why
Total Seal® concentrates on making the most precise, strongest, lightest and
innovative piston rings available. From extreme horsepower race engines to
powerful stationary engines for industrial use and everything in between, Total
Seal can help you improve the efficiency and durability of your engine.
After originally beginning in 1967 with a rotary engine design for Original Equipment Manufacturers, Total Seal invented the Gapless piston ring, which achieved broad use by professional race teams and engine builders due to the ring’s increased performance capabilities.
After 50 years of being known as the “Home Of The Gapless Piston Ring”, Total Seal® provides so much more than Gapless ring today. We believe in doing one thing extremely well, and our focus is on increasing engine efficiency and durability through improved piston ring seal. That focused drive has made Total Seal™ the piston ring authority and the leader in piston ring technology, innovation, advanced designs and proven performance. From the patented Gapless® piston ring to Diamond Finish, Advanced Profiling, Total Conform, Gas Ported and more, no other manufacturer offers as broad a selection of piston rings as Total Seal.
No matter what the application, Total Seal® can build piston rings that unlock the performance potential of your engine.
Total Seal Gapless Piston Rings For Porsche Engines
Total Seal’s patented Gapless® Piston rings provide increased performance through unmatched sealing of the cylinder and combustion gasses in the combustion chamber. Increased horsepower and torque along with longer engine life are just a couple of the reasons why Total Seal’s Gapless® Piston rings are the best rings available.
How do Total Seal Gapless Piston Rings Work?
As shown in the illustration, compression gas is deflected by the rail into the piston groove and aid in pressure loading the ring throughout the 4 stroke cycle. At the same time the rail also and most importantly closes off the combustion gas leak path created by the ring end gap. This gap is the primary cause of blow-by in a 4 cycle engine. With a conventional type ring as the ring and cylinder wear the ring end gap increases and the blow-by figures increase. The Gapless® ring blow-by figures are not affected by this wear, as the ring end gap increases it is blocked by the rail portion of Total Seals patented interlocking 2 piece design stopping the blow-by at the source. Conventional style rings when newly installed will show leak down figures of 7% or higher these figures can quickly exceed 20% or higher after a surprisingly short period of time. Gapless® rings on the other hand when newly installed typically show leak down figures of 2% and lower and will should remain the same throughout the life of the engine
Tips for Total Seal Piston Ring Installation
Proper preparation is essential to achieving optimum performance from your piston rings. Always follow the provided information with regard to installation of your Total Seal piston rings including gapping and orientation. It is imperative that all rings be checked dimensionally with the ring grooves and with the cylinder bore. Remove any burrs from the piston and the piston ring, they should not have any, but check! Using a squaring tool put the ring in the bore to be used and measure the ring gap to make certain it is correct for the bore size and application and always use a tapered sleeve ring compressor when installing the pistons and rings into the cylinder bore. When measuring the ring gap it is recommended that the ring be below the top of the block at least one inch to avoid any taper from bore recession.
All pistons (including new ones) should be checked for proper ring to groove clearances. Ring to piston groove back clearance should be a MINIMUM of .005” deeper than radial wall dimension of piston ring. If piston ring sticks out of groove by any amount, you have the wrong rings. Ring to groove side clearance should be a minimum of .0015 to a maximum of .003”.
Breaking in your rebuilt Porsche engine with Total Seal Piston Rings
Engines with Nikasil plated cylinder bores can be notoriously difficult to get the rings to seat. Improper preparation, assembly, tuning, or lubrication can all lead to poor ring seal. When first starting your engine to ensure proper ring seating, do not allow the engine to idle for long periods at a time. It is a good idea to mildly load the engine as soon as you can. Highway driving is a good way to properly seat the rings quickly. Do not idle the engine as idling does not break in any engine. Total Seal ® DOES NOT recommend the use of synthetic oils during break-in. After 2000-3000 miles on the street, or one night racing on the track, the rings should be adequately seated so that any oil you prefer can then be used. As always, please refer to the engine assembly and break-in guidelines provided with your Nickies cylinders and read thoroughly before assembling or breaking in your rebuilt Porsche engine.
Replacement Piston Ring Sets for Porsche Engines
Nikasil bores commonly found in Porsche engines require special piston rings for proper function including the use of low tension piston rings. Hard chrome rings and standard or high tension rings used with cast iron bores aren't compatible with Nikasil cylinders. As a result, oil consumption in engines with Nikasil bores, especially in a horizontally opposed engine, has been historically higher than in other engines. Increased consumption can be attributed to the lack of gravity to assist with removal of oil from the bores, use of piston squirters providing added oil volume in the cylinders, and reduced oil control ring tensions less than 10 lbs, compared to 20-24 lbs of tension found on standard oil controls.
The second piston ring is often called the second oil control whose function has been measured to be 85-90% oil control vs 5-10% compression. The use of gapless second rings help reduce oil consumption and smoking at startup common on horizontally opposed Porsche and VW engines by improving the second ring's oil control functionality. Additionally, we have Total Seal OD lap their second rings, something no off the shelf ringset provides. For those of you who do not know what OD lapping is or what it does, top piston rings are always OD lapped. This ensures the ring is round and "light tight", ensuring proper ring seal. Second piston rings out of the box are not OD lapped and often we find they are not light tight, requiring the engine builder to light check the rings to ensure they will seal. Engines that burn more oil or take longer for the rings to seal up often can be attributed to rings that aren't light tight. We offer performance ring sets made exclusively for LN Engineering by Total Seal Piston Rings that are optimized for use with Nikasil plated bores and feature OD lapped second rings, ensuring that the second piston ring is light tight, in the process highlighted in the video below:
Don't see the ringset you are looking for? We are dealers for JE, CP, and Mahle Motorsports and can also supply custom ringsets for any piston. To provide the correct ring for your pistons, we will need to know about your application as well as ring groove widths and depths. Options include gapless rings and are available in different materials and with specialty coatings for reduced friction and improved ring seal.
The easiest way to put in a request for a replacement ring set for an unlisted applicationis to open a support ticket at http://support.lnengineering.com.. We will need to know piston ring groove widths and depths as well as what type of cylinders you are using.