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PROBE FORGED PISTONS 9.1 cc DOME,FOR BBC 540 ENGINES, 4.530 BORE SIZE. ACTUAL ENGINE SIZE WILL BE 548 CUBIC INCHES WITH THIS PISTON
DOME TOP FOR USE WITH 6.385" RODS.
To be used with 6.385 rods, with a 4.250 stroke bbc crank.
Sportsman Race Series - SRS
Engine Displacement (cu.in.)
CHEVROLET - Big Block V8
2618-t61 Forged Aluminum
Base Bore (in)
4.467 + .060 = 4.530
Rod Length (in)
Compression Height (in)
Net Head Volume (cc)
Dome Height (in)
Deck Thickness (in)
Valve Pocket Cutters
2.350 I - .000 E
Valve Pocket Depth (in)
.310 I - .000 E
Weight Without Pin (g)
Wrist Pin Diameter (in)
Wrist Pin Length (in)
Wrist Pin Weight (g)
Pin Lock Type
Ring Set #
Top Ring Groove Size
Second Ring Groove Size
Oil Ring Groove Size
Top Ring Land (in)
Second Ring Land (in)
Bottom Ring Land (in)
Oil Rail Support Part #
Sold in sets of 8.
These pistons are made from 2618 Forged aircraft alloy. They are superior in strength to the regular forged pistons made from 4000 series aluminum.
APPROX. COMPRESSION RATIOS. Other bore sizes available. See our other listings.
Cylinder Head Volume
Image not available
Note from our company president, Skip White
Using forged 2618 aircraft alloy pistons versus other types of forged pistons or those that are non-forged such as cast or hyper eutectic, is a very good upgrade to your engine and would for sure increase the resale value should you ever decide to sell your car or truck. I also may mention bragging rights are well established. You can't imagine how easy it is for your engine to get out of tune and create a detonation issue, and non-forged pistons are very prone to destruction when this happens. I'm not just giving you sales hype on this issue. If you had a dollar for every engine that has been destroyed from detonation in just the last year, you could retire ten times over. We see this happening all the time. Your carburetor can easily get out of whack, and run lean very easily. This creates a tremendous heat condition in the combustion chamber on a fully warmed engine at open throttle. If you were at full throttle and your electric fuel pump stopped working just prior to the time the engine quit, you’re going to go extremely lean for a moment, and believe me when I tell you; this is often enough to destroy your engine. The conditions have to be just right for this to happen, but there are so many other factors also leading to detonation on a street rod engine. Having forged pistons will be your only hope should the conditions arise for detonation to occur. We have decided to sell nothing but forged pistons from now on, as I find it comforting to know, my customers will have an engine that has a tremendous safeguard built into it.
All of our Probe pistons are custom made and will sit flush in the block at a deck height of 9.015. If you have a virgin block then the deck height is at 9.025 and most machine shops will shave approx. 5-10 thousandths to remove any warping and put down a fresh finish. This puts the block right at 9.015 creating a zero deck with these pistons. Most other catalog pistons sit .025 below stock deck height. Their reasoning for this is that should the block have been decked multiple times, then the pistons will not be sitting too far above the deck surface. It is rare that you will see a block end up at 9.000. And if you have one that is at that height then it would be highly compromised in our opinion. But should you decide to use a block with a deck height of around 9.000 then you can use a thicker head gasket to compensate for this.
Leaving the deck thick, makes for a stronger block that resists flexing and also runs cooler as the deck has a lot to do with the dissipation of heat, not to mention blocks with decks cut down this low are prone to cracking. This is why we have our pistons designed to sit flush at 9.015 rather than 9.000. Those using catalog pistons can't leave the deck thick like this as it will allow the piston to sit too far down in the block, killing the quench/squish zone. That's why we have had all of our pistons sit flush at 9.015 to keep from having to butcher the block down to 9.000 in order to obtain a decent quench/squish zone. Should your block have been decked slightly below 9.015 and your pistons are around .005 out of the block, this is not necessarily reason to worry as your common head gaskets are .040 thick, and you will have a quench/squish zone of around .035. So, worry not about pistons being .005 out. As mentioned, if the pistons are too far out of the block beyond let’s say .007 or more, then there are plenty of head gaskets available on the market that are .010 thicker than normal. Most of the blocks used on these Stroker kits have never been to a machine shop and will easily clean up with a removal of .010. Then, your pistons will sit dead flush in the block. By us having the pistons at a taller than normal compression height, you will not only save money on having to deck the block only 10 thousandths rather than 25 thousandths as most other pistons require, but it is highly desirable to keep the deck as thick as possible. Another good feature about our pistons having a taller compression height is that the ring land above the top ring is much stronger by being .015 thicker. When pistons encounter severe detonation, it is not uncommon to see pistons with the ring land above the top ring broken off. It would also be fair to say that the thicker ring land makes a better heat sink. If you are having your block decked, be sure and let the machine shop doing the work know that these pistons will sit flush at 9.015 deck height. If you have a block that has been decked several times in the past and is going to need it again and end up at 9.000, it is our recommendation that you find another block. Our comp. height for these pistons is 1.140 and most every other one we see on the market is 1.125. We have had many customers claim to have not taken their block to be decked at all and if the deck is not warped and has a decent finish, this is somewhat acceptable but not recommended. However, leaving the block at stock deck height of 9.025 and installing a catalog 9.000 piston in it then using a .040 head gasket would give you a quench/squish zone of .065 and that would decrease performance for certain.
One more feature that makes our FPS pistons different compared to many others is the alloy they are made from. Many of the forged pistons that are in the lower cost range use a forged 4032 high silicone alloy. This is certainly a cut above the regular hyper eutectic pistons on the market but it is still one step down from forged 2618 aircraft alloy, at least in respect to resistance against detonation. All of our FPS pistons are made from 2618 aircraft alloy. Probes FPS line of regular forged pistons normally use the 4032 alloy. Our pistons are all custom made with 2618 aircraft alloy only. Our pistons have a redesigned skirt that virtually eliminates piston rattle when cold. This is a common occurrence with pistons made from 2618. The idea of using such a high quality piston in our engines is due to its resistance against detonation. Some engine builders take it two steps below what we use with the non-forged 4032 hyper eutectic pistons, and we find that to be very risky for any carbureted street rod engine. We would not even consider using such pistons. Regardless, if the pistons are non-forged or forged 4032 alloy can fragment when severe detonation takes place. This can then allow the connecting rod to destroy the block, crank, and cylinder head. Those type pistons are fine for stock or mild engine builds, but in our opinion should never be used in engines such as a 383 built above 350hp. The forged 2618 alloy piston is so much more resistant to extreme heat. This alloy is also very strong in general. Not saying that a 2618 forged piston can't be destroyed from detonation, as they certainly can, but they can withstand a much higher amount of heat versus other alloys such as the common 4032 and especially the hyper-eutectic non-forged pistons. We’re not saying that a forged 4032 piston is weak as far as hardness goes, as it's actually a harder piston than a 2618 alloy. This hardness is excellent for extreme high mileage use, but when it comes to higher than normal heat levels it is much more prone to failure than the 2618 aircraft alloy, and when it fails it usually fragments and can spell disaster for the complete engine. As of mid 2011 all of our FPS pistons have been made from this high end alloy. Probes premium piston line, called the SRS series have always used the 2618 alloy.
Beware of assemblies with four valve relief pistons. Rest assured those type pistons will not clear larger then stock size valves when running cams in the upper 400 lift range. We know this to be a fact. Our Probe forged pistons will clear most any valve size on the market.
PROBE FULLY FORGED DOME TOP PISTONS RATED AT 800+ HP THESE PISTONS ARE VERY RESISTANT TO THE DAMAGE CAUSED BY DETONATION COMPARED TO NON FORGED PISTONS. THIS AUCTION IS FOR THE 9.1 DOME TOP SETUP, WITH TWO VALVE RELIEFS. PROBE PISTONS ARE 100% MANUFACTURED IN THE USA. THEY ARE ONE OF THE HIGHEST RATED PISTONS IN THE COUNTRY.
These pistons are for use with 6.385" rods. The compression height is 1.270 DOME TOP WITH 2 VALVE RELIEFS. 4.530 BORE SIZE, RING GROOVE SIZE, 1/16 1/16 3/16
PLASMA MOLY RING SET FILE FIT FOR 4.530 BORE
RING WIDTH: 1/16, 1/16, 3/16
PART #43M 5589 035
4.530 FILE FIT - Engine Pro Racing Ring Set - 1/16, 1/16, 3/16 Manufacturer: Engine Pro Mfg part #:43M 5589 035 Engine Pro piston rings are a perfect replacement for the stock or medium performance build up. Featuring plasma moly top ring, cast iron reverse taper second rings and Flex-vent oil control rings. Engine Pro ring sets feature standard ring end gaps for easy installation. Ring Specifications Bore Size Ring type Top Ring Second Ring Oil Ring Ring Tension 4.500 035 file fit 1/16 1/16 3/16 Std. Tension.
The Probe forged pistons are capable of handling far more hp than a cast or hypereutectic piston. You may ask why go with forged pistons. The answer is that should you encounter any tuning issues, detonation becomes an issue. Detonation can destroy your complete engine, block and all. Your carburation could become lean for whatever reason, and this is sure to create a detonation issue, timing to close to max performance, failing to reset timing for summer weather, or you accidentally put regular gas in the car, you'll not make it home most likely. Remember, your running a compression range that is border line acceptable for pump gas. The forged piston is going to resist the damage from detonation to a very high degree. These pistons have 2 valve reliefs, and are considered a true DOME top 9.1CC Every crankshaft company makes a crank that is compatible with these pistons. If you have any questions as to if these pistons are compatible with your crankshaft, feel free to give us a call. Spiral locks are included for those using bushed rods. Press fit rods may be also be used.
These pistons are sutible for use with nitrous and blower setups, as well as twin turbo buidups. If your not running forced induction, the forged pistons offer the best reliability, and most importantly they are very resistant to the effects of detonation. Premium pump gas with an octane of 91-93 puts you on the thin edge of detonation, and this is where forged pistons rein supreme. The forged piston is far stronger than hypereutectic pistons. For the slight increase in cost, this setup is the best value on the market. There are many other benefits with forged pistons, such as the ability to withstand much higher engine temperatures. We would not even consider Keith Black, (KB) hypereutectic pistons due to the fact they are very prone to detonation in our opinion. If your in doubt about this, do a search on Google and decide for your self. Forged pistons are far superior to cast or hypereutectic pistons, this is a fact.
Note from our company president, Skip White
Using forged pistons vs non forged such as cast or hypereutectic is a very good upgrade to your engine, and would for sure increase the resale value should you ever decide to sell your car or truck, and may I mention bragging rights are well established. You can't imagine how easy it is for your engine to get out of tune and create a detonation issue, and non-forged pistons are very prone to destruction when this happens. I'm not just giving you a sales hype on this issue. If you had a dollar for every engine that has been destroyed from detonation in just the last year, you could retire ten times over. We see this happening all the time. You carb. can easily get out of whack, and run lean very easily, and this creates are a tremendous heat condition in the combustion chamber on a fully warmed engine at open throttle. If you were at full throttle and your electric fuel pump stopped working, just prior to the time the engine quit, your going to go extremely lean for a moment, and believe me when I tell you, this is often enough to destroy your engine. The conditions have to be just right for this to happen, but there are so many other factors also leading to detonation on a street rod engine. Having forged pistons will be your only hope should the conditions arise for detonation to occur. We have decided to sell nothing but forged pistons from now on, as I find it comforting to know, that my customers will have an engine that has a tremendous safeguard built into it.
For technical questions, please contact us at 423-722-5152.
PLEASE GIVE US A CALL AT 423-722-5152 or 877-383-5152, FOR TECHNICAL INFO. OUR HOURS ARE 8AM-8PM EASTERN.
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