Diamond’s Type 3 Hard-Coat Anodized Pistons

Imagine the surreal heat and cylinder pressure generated by a Top Fuel engine on a 1000-foot pass. Though the violence to the pistons isn’t as concentrated inside a street engine with a power adder, it is constant and just as debilitating over the long run. Diamond has the answer.


A street-driven nitrous-fed or supercharged engine needs the hard coat more than a competition engine because the combustion process expands from the few seconds of a quarter-mile run to hours of street use. Diamond hard-anodizes the entire piston and then moly-coats the skirt. The moly-coat wouldn’t be necessary in a drag race application, but it is genuine insurance for a street engine.

Piston rings exposed to high temperatures can become micro-welded to their ring grooves. The Type 3 aluminum oxide anodizing (technically a ceramic) provides a heat barrier, which insulates the piston. The hard-coating is approximately .002-inch thick. It penetrates the surface of the piston .001-inch and builds out another .001-inch, therefore machining allowances must be made to accommodate the thickness of the application. This hard-anodizing possesses a surface finish approaching 70-Rockwell hardness and protects pistons against excessive combustion heat, detonation damage, and skirt wear—an absolute necessity in nitrous and supercharged applications.

The Rockwell scale is based on the indentation hardness of a material. The Rockwell hardness test method consists of indenting the test material with a diamond cone or hardened steel ball indenter. In the scheme of things, a hardness of 70 Rockwell is somewhere in the middle of the scale.

As hard-anodizing gives the piston a protective coat that reduces wear and insulates it from heat, it also provides an excellent surface to apply Diamond’s moly skirt coating for even better performance.  

The hard coat process adds a cost of approximately $35 per piston and is applied on a custom basis only. Years ago, when a set of pistons cost $240, adding a further $35 for hard-coating was often considered too costly. Instead, racers would run them uncoated and purchase another set of pistons when needed. Now, the average price of pistons has risen to $900 while the anodizing costs have remained fairly stable so it is a popular concept to spend the $300 for anodizing and be able to run the pistons twice as long. Please call Diamond for details.

For more information visit www.DiamondRacing.net and for all of your Diamond Piston needs and prices contact www.strokerktiss.com




Professional Products Powerforce+Plus SFI race spec damper for the 1992-2009 Dodge Viper

Professional Products is famous for their large selection of high-performance street and race dampers. As a result of numerous requests, they have engineered two inexpensive (approx. $200) Powerforce+Plus 6.95-inch dampers for the early 1992-’02 (#90016) and the 2003-’09 (#90017) Dodge VIPER engines. A front timing cover change was made in ’03 necessitating the damper change. These dampers meet SFI specifications for extreme race applications on high-horsepower engines. The SFI Foundation establishes strict standards for specialty/performance auto and racing equipment. Professional Products Powerforce+Plus Dodge VIPER dampers duplicate the factory damper dimensions for easy installation, are manufactured from forged 1045 steel, and include a keyway for those who prefer to add a keyslot in the crankshaft to provide extra safety. These dampers provide the best value and race ready quality when compared to anything on the market.

Visit http://www.strokerkits.com to preview their complete line of high-performance street and racing products.



AFR is proud to introduce its new bigger runner SBC performance cylinder head.

235cc SBC Eliminator Head

NEW PRODUCT –  AFR is proud to release its highest flowing 23° SBC Eliminator head, the largest offering in our all new very popular Eliminator series. The new 235cc design is a bolt on piece with standard port locations that flow more air than most of our competitors more expensive raised runner castings. Once again AFR sets the bar a wrung higher in affordable, extremely efficient, high flowing 23° aftermarket performance cylinder heads. The intake port of this head will flirt with 340 CFM’s thru it’s 2.125 valve at .750 lift, a number previously unheard of in an out of the box bolt on piece. Aimed squarely at the growing popularity of large displacement small blocks, 750 HP should be within reach for a well thought out high compression engine. Even a well engineered pump gas combination could achieve the magical and very elusive 700 HP mark. The new 235 has the exact same valve train geometry and stud location as our current 227, and will readily accept all the same hardware. Affordable offset studmount rockers are required or step up to a full shaftmount set-up for the ultimate in valvetrain reliability. The all new port designs also have explosive low and mid-lift flow that helps to better fill the cylinder with more average airflow on every intake and exhaust stroke. The intake port reaches 270+ CFM as early as .400 lift, cresting 300 CFM’s (the former peak flow yardstick for a good 23° head) before the valve even reaches a half inch of net lift (305 CFM @ .500). This will enable the end user to make big power without relying on extremely high lift cams that stress the valvetrain and the wallet with high maintenance costs. The exhaust port also doesn’t disappoint with 235 CFM’s at .500 lift (more than most of our competitors peak flow) and will flirt with 260 CFM by .750 lift. You don’t need to spend a fortune on a complete 14° or 18° set-up head to make big power now! For more detailed information view our product page: AFR’s 235cc Performance Cylinder Head.