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Pricing

10-01-11   Roller-Wave Pistons  are now only available in engines built here at ENDYN or with cylinder head packages. No exceptions.

Important Notes

Use of these pistons requires cylinder clearances recommended in specification sheet that accompanies pistons. Cylinder walls must be properly honed for ring seating.

All B Series pistons in bore diameters larger than 82.0mm require the use of aftermarket sleeves with the exception of B20's which can use bore diameters as large as 85.0mm with careful tuning.

We recommend the use of aftermarket sleeves in all H22s and F20 applications. We no longer offer coated pistons for these engines.

The compression ratio ranges given above were calculated using the specified bore diameters and  strokes,  stock combustion chamber volumes as noted below,  a 0.030" thick cylinder head gasket and piston-to-deck clearances of 0.020" and 0.000".

The combustion chamber volumes used for the above calculations were: ZC 43.8 cc, D16A6 38.0 cc, D16Z6 34.6 cc, D16Y7 34.6 cc, D16Y8 32.8 cc, B16A 42.7 cc, B17A 42.7 cc, B18A/B 45.0 cc, B18C1 41.6 cc, B18C5 42.7 cc, B20B/Z 45.0 cc, and H22 53.8 cc.

                                                 Roller-Wave....What Is It?

In the mid-to-late '70's, I found that biasing the mixture to the exhaust-side of the piston netted lower fuel consumption, as well as considerably less tendency for detonation in 2-valve NASCAR and drag race engines. Those experiments ultimately lead to swirl combustion technology that dominates 2-valve race head design today. Today's 4-valve pent-roof combustion chambers don't lend themselves to conventional swirl combustion as readily, so a rethink was required to mechanically enhance their combustion properties.

Since confining mixture and initiating the burn on the exhaust-side of the piston takes full advantage of exhaust-valve heat  for mixture ionization, I utilized tighter (and larger area) quench clearance on the intake-side of the piston to force a mixture wave to flow toward the exhaust-side of the chamber as the piston approaches TDC. I've incorporated less piston dome volume on the exhaust-side with both more piston to head (quench) clearance, as well as the trough that incorporates both exhaust valve relief's. This trough lines up precisely with the down-sloping combustion chamber at TDC, reflecting and rolling the mixture that's traveling toward it from the intake-side. Confining a rolling turbulence to the exhaust-side of the piston insures that more mixture components will be lighted during ignition, and a faster, more complete combustion event will result....permitting one to use less spark advance and fuel, to achieve more power and less detonation in any application, whether normally-aspirated or forced-induction.

When one has the ability to shape the combustion event using mechanical design, it's possible to also design the tuning parameters the engine will "want", rather than living with compromised tuning and performance created by the use of more generic combustion space designs. 

 

          

Roller-Wave forced induction pistons incorporate full stepped-quench pads to maximize (mechanical octane), a volume-biasing reflector trench on the exhaust-side, turbulators at the intersect of the valve relief's to increase mixture homogeneity, and piston skirt designs for minimal cylinder wall loading.

             

Many of our normally-aspirated B Series pistons incorporate strutted-style skirts for significant weight savings. The mid-dome pistons pictured above are favorites for large-bore VTEC applications restricted to low-octane pump-gas. 

            

Another popular combination we stock consists of a 92mm Crower crankshaft, our super-lightweight large bolt (long) Crower rods, and these high compression pistons. These pistons incorporate lateral gas ports, groove-lock spacers for oil ring support, and 8.50cc domes for maximum compression without masking the flame front.

            

Road racers around the world run these Roller-Waves with ultra-high 19mm pin placement for use with the longest-possible connecting rods. Combined with 87.2mm stroke (ITR) cranks, these 85.0mm pistons net just below 2.0 liters. We stock both the pistons and the corresponding  lightweight Crower rods.

 

             

Sleeved D16 engine combinations are making a come-back these days and we have a number of piston combinations designed expressly for them in both NA and FI applications.

                                                        Non-Honda Pistons

Mitsubishi Pistons

                                                                                                         4G63-4G54

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2002 Eclipse forced induction and high compression pistons.

Mitsubishi 3000 GT Turbo piston

We've designed Roller-Wave pistons for the Toyota 2JZ turbo applications running extreme boost pressure. They are available in stock, +.5mm, and +.10mm oversize bore diameters. These pistons are also available with Carrillo or Crower rods with relocated pins for two stroker combinations.

Our Mini-Cooper Roller-Waves are available in stock or oversize bore diameters. They are outfitted with custom Total-Seal rings designed for these small-bore engines. We also stock Crower billet rods for Mini's.

                   Our strutted-skirt Roller-Wave pistons for the Hyundai V-6 engines are favorites for forced-induction applications. 

Our FI and NA Volkswagen VR6 pistons provide higher static compression than most other "generic" aftermarket pistons, netting considerably more performance (off and on boost).

Discerning engine builders are always looking for "edges" in their individual engine programs. We design and manufacture pistons, incorporating "Soft Head" technology for a wide variety of street and racing engines each year. If you're looking for an advantage over the competition, you need look no farther than Endyn for your piston requirements.

                            

 

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