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The last one I did we put forged pistons in it.
Agree, I do many builds with forged pistons, but for most restoration/show cars not driven hard, they offer no real benefit for the 2X cost above the Egge.
Just for the good of the order, from whom did you source the forged pistons and what is the current cost?
That's the purpose of this question. I know the tradeoffs for the baseline Egge repops and topline forged pistons. Now, if Kanter has a median option, I'd offer the customer three price levels, with benefits of each and let him choose.
And yes, even a Packard owner, an extra $400-500 on the rebuild cost can be the deciding factor.
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If they aren't tin plated then they still need to run .002-.0025 the same way as the other stuff.
I'd respectfully disagree. Most OEM and rebuilder pistons today aren't tin-plated and it's their design and/or alloy which determines the piston-to-bore clearances required.
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Hopefully the tolerances are such that individual fitting is not such a big deal.
Not usually a problem today, but we still measure each piston and write the exact dimension to the ten-thousandth on the top. With a power stroke hone and diamond stones, it's possible to hold desired bore clearance within .0005".
FWIW, the Packard Shop Manual allows a range of piston-to-wall clearance of .0005 - .0015". Evidently, Bohn Aluminum and Brass, the piston manufacturer and the Packard engine plant couldn't hold an exact bore clearance, so the pistons had to be selectively fitted to the bores. That's why each bore has a single or double letter stamped on the outer edge of the block; to tell the assembler which piston should go in each hole.
jack vines
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