Okay, okay, Most of us know Kas Kastner is a good resource for TR6
performance. A good benchmark to determine how far you might want to take
your rebuild up the performance ladder. However, there is one very
important thing to remember here. Kas Kastner's performance notes are
nearly thirty years old. Technology has improved more than tenfold in that
time. Don't get me wrong, I think Kas Kastner is an excellent source for
performance tips because they can still apply. But there are people out
there that have pushed development of the TR6 engine past his. The same as
suspension technology and tire technology has increased.
Kas Kastner (I admit I am guessing here) probably recommended milling
the head, because custom pistons were outrageously more expensive at the
time. Not so anymore. Custom pistons can now be had for a fraction more
than standard pistons. I'm NOT referring to TRF's Cosworth pistons that
they want $200.00 a piece for either. Also, by increasing the compression
through pistons, your rocker geometry remains standard. No messing with
push rods or shimming.
Your right Tom, that there are many ways to achieve the same goal.
However, when you want to build an engine that is nearly twice the power of
the original. While maintaining the longevity of the original (150,000 +
miles). You need to explore all of your options. And there are many, the
more I look, the more I find. Do what makes the most sense to you, re:
power, longevity, and finance.
But that is just my humble opinion.
Shawn Loseke
1972 TR6
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Original Text
From: "Tom Gentry" <tgentry@execpc.com>, on 11/19/98 8:30 AM:
>>If you use the pistons to make the compression ration, you can
increase or decrease the ratio fairly easy, while still leaving room to
true the head. <<
Any material you remove from the head will still raise compression. Unless
you plan to replace pistons at the same time, you're still looking for a
replacement head, just like the guy who milled the head.
>>The other reason is that you should also use a higher grade
of piston when increasing the compression<<
I run 10:1 compression, just like the factory cars did in Britain, using
the same pistons they used. That seems good enough for me. I certainly
haven't had any problems with my pistons.
It looks to me like 6 of one, half a dozen of the other. I wasn't
replacing pistons for other reasons such as overboring the block, in fact I
haven't touched the bottom end yet, but that's changing as I write. Kas
Kastner recommended milling the head, and I can't think of a better
endorsement. Domed pistons may have other advantages I'm unaware of, but
I've never even seen a set and I imagine they are expensive (as are most
things hi-performance for a TR-6).
Tom Gentry
Life is too short to drive boring cars!
'96 Ford SVT Cobra Mystic #1345 (mostly stock)
'72 Triumph TR-6 OD (highly modified)
'59 Triumph 10 Sedan (in boxes)
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