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I just saw your nasty reply from 2 years ago (a reply you made three years after the last post! Anyone who comes along three years later to post such unwarranted vindictive remarks on a PUBLIC forum is a sad and miserable loser indeed. In fact I'm surprised that a moderator didn't remove it...

That's very interesting, I sort of assumed that this set in the OP was a one-of thing. I watched a set of videos about the whole ARP process - a young lady was in there interviewing and asking questions about the machines and processes. Mainly talking to a guy that looked like the workshop...

haha I hadn't considered that; oh yeah, that would light a fire under a LOT of people.

Yes I wrote that in the first post, second paragraph. I know it's no big drama, but really, for such a large well known company as ARP to continue to make this error after at least 15 years, probably more, and after many people have probably told them, points to something lacking somewhere in...

Yes they get a small tick for that I suppose. I looked through previous posts from 2015 and someone quoted the Pn# as 140-5501. It's now 240-5501. Maybe that is reflecting their change in set contents.

I just received my ARP Main stud set for Windage tray (ARP # 240-5501). And see that they have got their numbers wrong and have 5 studs for windage tray and 5 normal, when it should be 4 and 6. I looked through this forum and I see that there is a lot of info on this and has been an ongoing...

Yes I know I'm a just a bit late with this reply... My engine machine shop said something similar: "1/2" Main bolts? ... They'll hold the Queen Mary!!" (the Queen Mary being a large passenger ocean liner). I have no problem in confidence in those stock main bolts. That's fine if you know...

Cley, you are really fortunate that the rod went where it did - only a pan to replace. A few degrees up and the block would have been ruined. You say you used a HV oil pump but I assume still using the standard capacity pan? I have some understanding that this is not wise - often the pump...

Yes, a lot of people neglect that small space between the top ring and the top of the piston. The only way to work your engine out accurately is measure everything on your own engine yourself, with cc'ing equipment or make up your own stuff like I have. Most people won't have a pipette or...

Both - they said around 30 Aug they will get them & ship them - maybe they have to manufacture them yet, I don't know for sure. Seems like a bargain because this sale has rings included for exactly the same price as Summit has the standard bore JE SRP pistons advertised for without rings ...

I would guess that the values in that column with no -ve or +ve can be taken as positive. Since the dome or dish/reliefs modify the crown, I think we can safely say by now that if it's adding to the crown volume it's a positive value and taking away volume then it will be negative. These...

Summit has these for that same price so maybe that's a normal price but they don't have them in 030 over. Will have to see if they can order them Edit: One and a half hours later, I have called up Summit and they did a special order SRP Forged Flat top for me from the manufacturer - piston...

Just missed out on a bargain here, see below picture. JE Pistons (SRP) Flat top with the 5cc valve reliefs in the size I need 4.070 from PitStopUSA in Idaho, half price at US$546! But they don't ship internationally and they don't accept payment from outside USA either. Also I called them up...

That's interesting because I spoke to DSS as well as UEM (who make the KB HyperEutectics) and both gave me almost identical weights which are different from yours but arrive at the same weight (720 +/- 3g). They told me around 588g for the piston and 131g for the pin. They said that the piston...

Thnks, That'a also interesting, I didnt realise that but I would have noticed sooner or later when ordering rings. Well that's definitely made my mind up for the DSS pistons.

I called up both UEM (who make KB Hypers) and DSS Racing and was surprised I got straight onto the right tech guy in each case within 2 minutes. Both guys were really helpful and friendly and went and weighed some similar pistons. Both were within 5g of each other, at around 580 +/- 10g + 132g...

Thanks for the tip and the weight. I'm just about to try and call up UEM to see if they have a weight for the KB 340 piston. I checked Mahle on Summit Racing but they are too expensive for me.

I just had a look at the KB pistons site (they are made by UEM) and their protocol is opposite to what people are talking about here and what I thought would be correct. See the three pictures as well as the link below if interested, you can clearly see that the domed pistons are given as a -ve...

Ah, you made me look it up - I never actually knew what reciprocating meant in a mechanical sense. Although I knew the internal combustion engine converted up and down motion into rotary motion. "Reciprocating motion, also called reciprocation, is a repetitive up-and-down or back-and-forth...

Just had a look at the PDF that Nat posted the link to. That has now given me a very good idea of weights. The Mahl PowerPak piston range goes from 470g to 512g. The heaviest one being what my engine is: standard stroke 340 + 0.030. So that SRP forged I mentioned previously at 462g is quite...

I've just edited this post due to my later post showing the UEM pistons further down which is the opposite of what you said. From this discussion the + or - refers to the amount of material added to or subtracted from the piston (crown) in total flat top form. So it's crown volume. Couldn't...

I can't see where you posted it, I will look at previous posts maybe you edited one? Thanks in advance. EDIT: Ok I see it now !

That's very interesting, almost horrific (from an engine builder's view) but not a good advertisement for MP. if that's what they were.

Yes, now I think about it - silly me, even the big end area is reciprocating mass. I suppose I was thinking it was just as much a part of the conrod as it is the piston. But it's adding to the conrod, so it's part of the piston mass that the conrod has to move. Those figures for the 440...

Good news! Are you able to share the weights please - the flat top FX1 if you have that w/gudgeon and /w clips. Although I suppose the pin could be considered like a wheel, as 'unsprung weight' ?

Yes I will probably try either calling or emailing. Now I know what some US$850+ pistons weigh (see prev post) I can start comparing.

Thank you, and just to add to that, I saw on Summit looking at Sportsman Racing pistons, they have in the notes down the bottom of some piston specs: "gram weight" 462g. So that's a good start for a comparison.

But it does make sense that if you remove material from a piston it would be stated as a negative value. I think the calculators for CR need the +ve values as it's CR that is going to be the end result and increasing volume decreases the CR. But anyway, not wanting to sound like a broken...

Yes that makes sense.

Yes so did I, but they are ADDING to the volume, not taking away, so the CR goes down. I didn't know that the other manufacturer uses a positive for theirs, seems like there's no standard for that yet. As you say (and I didn't know until you said it) the 5 is 5cc for the valve depressions and...