$100/ slug for a plain ol' Ross Flat top piston ???
Or $1272.24 for a set of eight Wiseco?
You  can but a whole set of Chevy pistons for $100. Should be more like $20-$50 if a Chevy will cross ref.
Anyone  to know the rod length, the pin height or piston weight of our 650?
I did some surfing awhile back and I think a 307 Chevy flat top piston  diameter is within .001 or .002. of the LS650. I expect a piston could be cross referenced.

I don't think a piston supplier would have to do to much work to make a LS650 slug, from a good forged or Hypereutectic Chevy (or Ford) Flat top piston to raise the compression one point to 9.5:1, they are available in many overbore sizes.
I am hoping someone might have access to both pistons and could tell us the pin locations.
It would be sweet if one of those could be found to fit or one that could easily be modified to fit the 650.
Of course really good race pistons like this Manley would be more but not $100 each!

Noticed the Ford 5.0 litre DOHC Cobra crate motors also use our 3.70" bore;


I forget the recipe that Burt Monroe used to make his, 2 parts Chevy & one part Ford?  

tbalam wrote on 12/31/69 at 16:00:02:

do the valves open below the head?
how about with the new hi-perf cam?

LANCER wrote on 12/31/69 at 16:00:03:



ERROR ... ERROR ... that should have been 8mm or 0.315 for the deck clearance.

So there is room for shaving the cylinder.

Lancer, I take it the .153" is with your high lift cams?

And how much are we talking here for a piston?

Interesting, I would like to see a simulation too.
Thinking it would increase area under the entire curve, like more compression increases efficiency up & down the scale, resulting in a more pronounced, higher curve everywhere.

barry68v10 wrote on 12/31/69 at 16:00:03:

Quote:


As it turns out, increased compression also increases the speed of the burn.  This is bad at lower RPMs since more of the fuel is burned during pistion compression which has the OPPOSITE effect than desired.  At low RPM's, slower burn is better.  As RPMs increase, less fuel has time to burn on compression stroke and more power is produced with remaining fuel after TDC.

Again, keep in mind this a$$umes all things are equal.  You can retard timing at low RPMs to counteract, but remember:  the higher the compression ratio, the more energy the pistion bleeds on the compression stroke.

I will out of the loop for a couple of days, I drive a truck for a living. So if we decide to do a group buy I am in, but it will be Thursday before I have a chance to check back. I am also going to get one of them thar improved bumpsticks...... I need more torque, more torque gooood