I see the Engine Tech pistons have an offset pin configuration and seem heavy (suppose they are a stock replacement), so does anyone note the configuration of the Keith Black pistons, in accordance with performance standards.
I realize they may keep the performance aspect to the forged examples because of strength or some reason but would like input.
The Engine tech pistons have a flat top but offset pin so the TDC is a mite lower than a centered pin (and the crank isn't at its highest point in the bore). If the Keith Black pistons have a centered pin do I still have as high compression even with a dished dome?
Ill address the cam timing between the two later.

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Advise should be taken as ongoing, that way, when you get to realizing what you are doing you can include yourself.

If you don't mind a buttinsky, I would also be interested in opinions regarding the strength of various manufacturer's cast pistons, or is cast cast and they are all the same, whether Silvo Lite, Fed Mogul, Engine Tech, etc..

Offset pin configuration is side to side, not up or down. It has no effect on compression ratio. The purpose of the pin offset is so the engine will be quiter as it warms up (no piston slap). When using pistons with an offset pin, in a performance motor, many builders would turn the piston 180 degrees. This takes side loading of the cylinder wall, and might gain a couple of horsepower. This pin offset is used on stock type replacement pistons. "Performance" pistons have he pin centered.

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Charrlie_S
65 Valiant 100 2dr post 170 turbo
66 Valiant Signet 170 nitrous
64 Valiant Signet
64 Valiant 4dr 170
64 Valiant 4dr 225

I suppose the amount is small but if you locate the pin to one side the upermost position of the piston is going to be when the rod is straight BETWEEN the pin and crank journal which would place the journal off center (dwell at the top increases).
So my main question is about the Keith Black pistons, if they have the pin offset, are they lighter and are they better finished?

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Advise should be taken as ongoing, that way, when you get to realizing what you are doing you can include yourself.

I doubt there will be much difference in weight between all the brands of cast pistons. But the better question should be about strength vs. a forged piston. What are you intending to use the engine for? None of the cast pistons would have an advantage over any of the other ones, so if your intention is HP usage, you might be better off upgrading to a forged piston.

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There's no such thing as too much cam....only not enough engine!

Errr.... KB does not make a piston for the Slant Six but Silvolite does, that is a cast piston # 1294.
DD

Keith Black is a paid endorser for Silv-o-lite and Silv-o-lite pistons are now called KB pistons as well as silv-o-lite. Thus they are one and the same. IN fact, I have a set of "Silv-O-lite 1250 .030" pistons", and if I put that number into Google it comes up as "Keith Black KB1250 .030 cast piston for 225 Chrysler".

My question is, are these pistons any better than Sealed Power or Engine Tech? Running a blower and possibly nitrous, it is kind of interesting to me to find this out.

I agree that KB & Silvolite are both "brand names" used by United Engine & Machine but I did not know that they were labeling the cast "Silvolite" pistons as KB's.

The UE&M website search shows the older 1250 & S1250 part numbers as "Silvolite" but KB1250 do not come-up as a good number at that site.

No Matter.... I was concerned that the poster may-be looking at some of the KB 2.2 Chrysler pistons, that are commonly used in Slants... when combined with 198 con rods. ( KB239 & KB268 )
These are good pistons but you need the 7 inch long con rod to use them.

https://www.uempistons.com/index.php?main_page=index

DD

It is the Silv-o-lite I am considering, for street performance use.
They are listed at a slightly lower compression ratio I see, from the Engine Tech (due to the dish I spose).

_________________
Advise should be taken as ongoing, that way, when you get to realizing what you are doing you can include yourself.

United said they are an offset pin design, same as Engine Tech, I guess some off the car will always be in reverse.
Thank you, Jon

_________________
Advise should be taken as ongoing, that way, when you get to realizing what you are doing you can include yourself.

I see the Chrysler 2.4 has a bore of 3.44", anyone try the compression height on those compared with the 2.5 piston?

_________________
Advise should be taken as ongoing, that way, when you get to realizing what you are doing you can include yourself.