Soot contamination increases engine wear and decreases oil life. Closing the gap on the 2nd ring stops soot contamination and reduces blow-by. Since diesel engines utilize high compression ratios, Total Seal® Gapless® second rings help these engines unleash their full potential, turning them into true horsepower and torque monsters. • Better Sealing = More Boost • Increased Horsepower & Torque • Reduced Oil Contamination • Cooler Running Engine Oil

Please follow the attached installation sheet and reference the "Gapless 2nd Ring" section

These are file to fit rings

Recommendations from Total Seal for their file fit ring sets:

• Top Rings - 0.0045 inch of clearance per 1 inch of cylinder bore diameter, for a minimum total of 0.018 inch

• Second Rings - 0.014 inch, per the recommendation of 0.0035 inch per inch of bore diameter

We do not go looser on the back 2 cylinders. We address the factory cooling issues instead.

• Ensure the ring is square in bore, 1" down from the deck, before measuring gaps with a feeler gauge

• Always file or ground inward, toward the center of the ring

• Carefully deburr end edges with a fine file after filing the gaps

No, Total Seal rings do not require special cylinder honing. But they like all piston rings do require proper cylinder honing. One of the most common causes of ring sealing issues today is improper cylinder honing. Its not uncommon to see engine blocks and cylinder sleeves ranging in hardness from approximately 150 to over 300 on the Brinell scale. Yet it is very common to see these all of these being honed using the exact same process. The end results vary dramatically. These results are measured with a tool known as a surface roughness tester. The results are measured as Ra, Rz, Rpk, Rk, and Rvk and vary depending on the specific application. Basically these numbers are telling us to how rough the cylinder is and how well it can retain oil. An overly rough cylinder will prematurely wear the rings while an overly smooth cylinder may never seat the rings and can lead to cylinder burnishing. Cross hatch angles can also vary depending on the application, These angles determine the critical ring rotation speed, generally a 45¡ã cross hatch angle will do a very good job. Though some O.E. applications do vary from this, if your not sure check before you proceed. To steep of a cross hatch angle can cause the rings to pump oil, rotate to quickly leading to accelerated ring and ring groove wear. To flat of a angle can cause a chattering affect as the ring passes over the valley preventing the ring from receiving proper lubrication again leading to excessive ring wear. If you¡¯re not sure about the proper honing procedures and cross hatch angle for your specific application please give us a call.

The following recommendations are for most general applications.

Ra 10-20 µ in.Rz 10 times the RaRk 30-50 µ in.Rpk 5.0-20 µ in.Rvk 50-100 µ in.

We do not recommend it. We have seen the best and most consistent results breaking the engine in on conventional oil. Synthetics can be used after completing the break-in process.

Seating the rings is the most critical part of engine break-in on this platform.