The motorcycle pistons suppliers offer an internal combustion engine, arguably one of the most important components found in the machine. It is also a regularly replaced and serviced component to have high-performance engines used in power sports applications. Knowing when to replace your piston and how it wears is key to maintaining a consistent machine. To help you decide, we laid out replacement intervals, piston wear, why it is essential to replace the piston and piston replacement choices.
Monitoring the motorcycle engine’s health through periodic checks like compression and leak-down tests is the best way for most riders. It can suitably time major service tasks, like piston and ring replacement. It is simply impossible to specify a replacement schedule because of the number of variables affecting engine wear. It fits everyone’s requirements other than a very conservative schedule.
Realistically, there are many variables to establish an official endorsed piston replacement time. Sticking to the short time suggested in the manual can be overkill for some but keeps things on the safe side. Motorcycle pistons suppliers belives that piston wear typically occurs in four critical areas for both two and four-stroke engines, including:
- the piston skirt
- Wrist pin bore
- ring grooves
- piston crown.
Discuss any two of them:
The results of the shot are visible on the piston crown as a pitted or eroded surface. Piston crown wear will occur due to aggressive or improper tuning and a damaged or mistimed valvetrain on four-stroke engines. Functioned with a lean mixture at full throttle may see abnormally high combustion temps, which can cause detonation.
The pitting in the center of the piston is a clear sign of detonation. In several cases, pitting and erosion are much more evident the leaner the running situations.
Piston crown damage because of valvetrain contact will be visible as dents or cracks near the valve pockets. Valvetrain contact happens because of valve float caused by excessive RPM or mistimed valves.
Piston Skirt Wear
Piston skirts involvement loads on the major and minor thrust sides, ensuing in wear in those areas.
Nowadays, the piston skirt is short and limited to the piston’s major and minor thrust faces on four-stroke motorcycle engines. For reference, the thrust faces resemble the intake and exhaust valve sides of the cylinder head. However, two-stroke pistons use the same terminology but feature much longer, more distinct skirts.
Piston skirt wear arises because of the thrust loading resulting from the engine fires from the crank machine’s inherent geometry. Peak combustion pressure occurs slightly after the top dead center. It causes the piston to thrust into its cylinder wall.
You can visually observe skirt wear by measuring the skirt’s diameter and referencing it against the diameter delineated in your service manual. Skirt wear appears as a polished area on the major and minor jabbing faces of the engine piston.
You can notice the polished-looking wear marks on the phony piston on the left and the vertical on the two-stroke cast piston on the right. The trenches on the two-stroke piston are a latent sign of dust or dirt in the cylinder.