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There's quite a bit of information on the web about making piston rings, and much of it over complicates what is
basically a simple process.
This article deals with making new or replacement piston rings for model engines, and obsolete, worn or antique
engines, where parts are either unobtainable or economically non viable.
Or maybe you just want to try your hand at making some rings for your old lawnmower, line trimmer, or garden
blower that no longer goes.
Got a metal lathe? No problem then.
Here's how I do it.
Material
Piston rings for engines with relatively low to medium piston speeds are generally made from cast iron.
The rather brittle nature of cast iron is the reason why rings sometimes break under stress.
If piston rings are made of steel this will not occur - eg many modern engines now use exotic materials .
As speeds rise rings become thinner and have to work a lot harder, so manufacturers move to more durable
materials which are outside of the scope of this article.
However, if the original rings are cast iron then you can make replacements.
You can easily test this by trying to break the ring. If it snaps it's cast iron. If it bends, it's steel - simple as that.
Anyone that has ever tted piston rings will know how easily cast iron can break.
Suitable cast iron can be sourced from:
(1) new round bar,
(2) scrap items such as "V" belt pulleys, brake caliper pistons, used cylinder liners, vehicle axle hubs etc.,
(3) any thing else made of quality grey cast iron - NOT gym weights as these are mainly furnace dregs/slag.
Measurement
The external diameter of the freshly machined, unbroken, piston ring must be the same as the diameter of the
engine cylinder bore - NOT the external diameter of the piston.
The cylinder bore should be uniform in diameter throughout it's full length.
If the cylinder bore is worn and can't be re-bored to a uniform diameter, the external piston ring diameter should
be the same as the smallest diameter of the bore (usually crank shaft end) - to avoid possible ring breakage due
to an insucient expansion gap.
You can make the rings slightly oversize to allow for a worn bore, but you MUST set the ring gap in the least worn
section of the bore to prevent breakage from insucient clearance.
On a worn cylinder bore, it is also usual for a lip to be worn into the cylinder bore from heat/ring compression, at
the top of the piston stroke (cylinder head end).
If the cylinder is not re-bored, this should be honed back/removed to prevent possible breakage of the
replacement top compression ring.
Use the old rings to determine the internal diameter of the rings, and the thickness.
The ring cross section (horizontal width) should be slightly less than the depth of the ring lands in the piston.
The width of the ring lands is pretty obvious and measurement/t should exclude any vertical movement and
sticking/binding.
If you want to make a perfect piston ring, the following section may interest you.
A better way
The best option is to use a tool post grinder with a thin carborundum cutting disc (1 mm) to slice o the
segments as below.
This gives a near perfect nish to the ring faces and is 100% dead accurate every time. No rejects.
Importantly, the low pressure cutting action of a friction disc does NOTimpart hidden stress fractures into a ring
segment, that can easily occur with a parting o blade. So the piston ring will be stronger and more reliable.
You can see the dial indicator and carriage stop used to accurately set each cut above.
Below are some freshly sliced compression rings destined for a Kawasaki generator - worn originals on block.
This is especially handy for cutting very small and thin piston rings, and for grooving and cutting relief slots in oil
scraper rings.
No chatter marks, no grooving, etc, just like it's big brother, but it can do even more.
It can cut rings down to the thickness of a piece of paper with the low stress little friction discs it uses. Try that
with a parting o blade.
Click here for a full review of the air die grinder I used in the video.
The ring will snap easily at the jaw edge, with a fairly clean break.
Lightly grind the faces of the break parallel on both planes - removing the least amount of material possible.
Tensioning the ring is dealt with on the next page.
Next page
gloaming_agnet@hotmail.com
South Australia
2015