Q & A with Keith Jones of Total Seal Piston Rings

Total Seal is a piston-ring brand focused on sealing performance in internal-combustion engines. In this episode, it’s the sponsor and the company behind the ring technology being discussed.

Ring seal technology refers to design and materials that improve how piston rings seal the gap between the piston and cylinder wall. Better sealing can reduce blow-by (combustion gases leaking past the rings) and help maintain compression and oil control.

A ring pack is the set of piston rings installed on an engine—typically including compression rings and an oil-control ring. The ring pack’s dimensions and design are matched to the engine’s bore, piston, and intended use to achieve sealing and oil control.

A street engine is an engine setup intended for normal road use, where factors like drivability, durability, and emissions compliance matter. Ring choices for street use often prioritize stable sealing over a wide range of temperatures and driving conditions.

A racing engine is an engine setup optimized for motorsport demands such as sustained high load, repeated acceleration/braking, and higher operating temperatures. Ring packs for racing often target maximum sealing performance and oil control under those harsher conditions.

A ring set is the complete package of piston rings used on an engine, typically including multiple rings per piston. Selecting the right ring set matters because ring material and design affect sealing, wear, and oil control.

This appears to refer to a ductile material used for piston ring faces (the transcript sounds like “ductile Mali file fits”). Ductile-faced rings are designed to improve durability and sealing behavior under heat and load, especially in performance or racing applications.

Injected alcohol typically means injecting alcohol-based fuel (often methanol or ethanol blends) into the engine for racing. Alcohol fuels can tolerate more boost and higher cylinder pressures than gasoline, which is why ring and piston-ring-pack choices become critical for durability.

“Big block Chevy” refers to Chevrolet’s large-displacement V8 engine family (commonly associated with the Mark IV/“big block” era). In hot-rod and racing circles, it’s a popular foundation for high-power builds because it has strong aftermarket support for internal parts like pistons and piston rings.

Boost is the extra air pressure created by a turbocharger or supercharger to push more oxygen into the engine. More boost usually means higher cylinder pressures and temperatures, which directly affects piston-ring sealing, heat handling, and ring durability.

Pistons are the moving components inside the engine cylinders that compress the air-fuel mixture and transfer combustion force to the crankshaft. For high-boost alcohol builds, piston design and compatibility with the piston-ring package are crucial for sealing and durability under heat and pressure.

Ring group sizes refers to the physical dimensions and configuration of the piston rings used on an engine (for example, ring thickness and width). Matching ring group size to the piston, cylinder bore, and intended power/boost level is essential for proper sealing and longevity.

A twin-turbo setup uses two turbochargers to increase airflow and boost. Depending on the arrangement, twin turbos can improve spool characteristics and support higher power levels, which raises the demands on piston rings for sealing and heat resistance.

Honing a block means using an abrasive process to finish the cylinder bore surface after machining. Proper honing helps the piston rings seat correctly by creating the right surface finish and crosshatch pattern for sealing.

Twin sequential turbos use two turbochargers staged in sequence so the engine can get boost earlier and then more boost later as RPM rises. This can improve drivability and power, but it still increases cylinder pressure and heat, making ring selection important.

An inline six cylinder engine has all six cylinders arranged in a single straight line. Cylinder-to-cylinder sealing and ring behavior matter a lot in boosted applications, and an inline-six layout can have its own bore and heat characteristics that influence ring package choice.

Ring sizes refers to the specific dimensions of piston rings (such as thickness and diameter) that must match the piston and cylinder bore. Correct ring sizing is critical for sealing compression and controlling oil consumption.

Ethanol is an alcohol-based fuel that can be blended into gasoline or used as a higher-percentage fuel. It changes how an engine behaves—especially combustion characteristics—so the “right” setup for things like ring sealing and fuel compatibility can differ from pure unleaded gasoline.

Unleaded gasoline is the common gasoline sold for modern spark-ignition engines, without lead additives. It’s used as a baseline fuel type in the discussion because different fuels (like ethanol blends) can require different engine assumptions and component choices.

“Core foundational elements” here means the key input details needed to give a correct technical answer—like fuel type and whether the engine is boosted or naturally aspirated. It’s a troubleshooting framework for matching parts and recommendations to the actual engine conditions.

Naturally aspirated engines make their intake air flow without a turbocharger or supercharger. Because they don’t rely on boost, their cylinder pressures and operating conditions differ, which can influence what “core foundational” engine details you need for parts selection.

Nitrous (nitrous oxide) is an aftermarket power-additive that injects oxygen-rich gas into the engine. That lets the engine burn more fuel and make a temporary power increase, but it must be tuned and protected to avoid detonation and engine damage.

Gapless rings are piston ring designs where the ring gaps are staggered or arranged so combustion gases have less of a path to leak into the crankcase. That can improve sealing, reduce blow-by, and help both power and durability—especially in high-boost or nitrous applications.

The top ring is the piston’s uppermost compression ring, positioned closest to the combustion chamber. Because it sees the highest temperatures and pressure, changes to the top ring’s end gap and material behavior strongly affect piston crown heat and ring sealing.

R&D dyno work refers to development testing on an engine dynamometer, where load and operating conditions can be controlled and repeated. The speaker credits dyno testing (plus field testing) with revealing why standard end-gap callouts were insufficient.

End gap specification callouts are the manufacturer’s recommended measurements for the ring end gap when installed. The speaker says those standard callouts weren’t large enough for a gapless top ring, which can cause the ring ends to butt under heat/expansion.

The piston crown is the top surface of the piston that faces the combustion chamber. It’s a critical heat-transfer area, and ring design (like a gapless top ring) can change how much heat reaches and stresses the crown.

A “street small block” is a shorthand for a street-driven small-displacement V8 engine family commonly associated with aftermarket performance builds. The speaker uses it as an example to illustrate how much more end gap a gapless top ring may require versus a conventional setup.

When a ring “butts,” the ring ends contact each other due to thermal expansion and insufficient end gap. The speaker warns that if a gapless ring is installed without enough clearance, it can become a problem under operating heat.

The intake stroke is the part of the engine cycle where the piston moves to draw an air-fuel charge into the cylinder. The speaker is linking better cylinder sealing (from the ring design) to stronger cylinder filling during this phase.

A normally aspirated (NA) engine makes boost-free power by relying on atmospheric pressure and engine vacuum to pull air in. The transcript contrasts NA behavior with turbo and nitrous setups when discussing ring sealing and blow-by.

A carburetor is a fuel-delivery device that mixes fuel with incoming air using pressure/vacuum and metering circuits. The speaker notes that with an NA engine, they may need to “hit the fuel system harder,” especially on carbureted setups.

Jeff Taylor is referenced as the person who called the speaker about the engine and dyno results. In this segment, he’s tied to a discussion about piston ring choice and its effect on power and efficiency.

Keith Lynch is mentioned as the builder of the “small block Nova” project. The speaker uses that example to explain how gapless ring designs can change sealing, fuel efficiency, and power.

The speaker references a “small block Nova,” pointing to a Chevrolet Nova project built around a small-block V8 (a common hot-rod engine family). The context is about ring choice affecting dyno results and efficiency.

Brake specific fuel consumption (BSFC) is a measure of fuel efficiency: how much fuel an engine uses to produce a unit of power. Lower BSFC means the engine is getting more power out of the same fuel.

“Blow-by” is combustion gases leaking past the piston rings into the crankcase. Excess blow-by can reduce efficiency, increase oil contamination, and indicate poor sealing or ring/piston fitment.

Piston wall clearance is the designed gap between the piston and the cylinder wall (and related fitment). Too much clearance can allow more gas leakage (blow-by), while too little can cause scuffing or seizure as parts expand.

“Fuel out of the pan” describes preventing liquid fuel from washing down into the oil sump (“the pan”). In engines that run alcohol or have aggressive injection timing, ring sealing and blow-by control help keep fuel from contaminating engine oil, which can otherwise thin oil and reduce lubrication quality.

“Crankcase vacuum” is a negative pressure condition in the engine’s crankcase, often created intentionally to reduce oil contamination and control blow-by. The speaker explains that ring end gaps can let gases escape in a way that reduces the vacuum you can maintain.

“Leak down numbers” refer to results from a cylinder leak-down test, which measures how much compressed air escapes past the piston rings, valves, or head gasket. Lower leakage indicates better sealing, and ring design changes can move those numbers noticeably.

An “aluminum block” is an engine block made from aluminum alloy instead of cast iron. Aluminum blocks can expand and move differently with heat and load, which can influence how well the cylinder sealing surfaces maintain tight tolerances—something the speaker ties to leak-down test results.

“Diesel” refers to compression-ignition engines that typically use high-pressure fuel injection and rely on heat of compression rather than spark ignition. The speaker claims diesel applications particularly benefit from gapless rings when power adders and injection strategies increase stress on sealing.

“Power adders” are aftermarket or performance modifications that increase an engine’s output, such as turbochargers, superchargers, or nitrous systems. More power usually means higher cylinder pressures and more demand on piston-ring sealing, making ring improvements more noticeable.

“Injector sooner” describes advancing the timing of when the fuel injector sprays during the engine cycle. Earlier injection can increase cylinder pressure and combustion intensity, which raises the importance of ring sealing to prevent blow-by and keep the crankcase under control.

Fuel dilution is when liquid fuel gets past the combustion process and mixes into the engine oil. That can thin the oil, reduce lubrication quality, and increase wear, which is why ring sealing and combustion control matter.

Matt Hartford is referenced as a key figure connected to Total Seal’s involvement and as a competitor in NHRA Pro Stock. The host credits Hartford’s performance and describes his intensity and drive when results don’t go his way.

NHRA Mission Foods Pro Stock is a top-level drag racing class run by the NHRA (National Hot Rod Association). Pro Stock cars are highly prepared and use specialized engines where piston ring sealing and oil control can be especially important under extreme loads.

“Gas ported rings” are piston rings with small ports/holes that meter combustion gases. The goal is to improve ring sealing and control oil consumption while maintaining stable compression and reducing blow-by under load.

Lateral gas ports are small holes drilled into a piston ring on the side (lateral) area above the top ring zone. They route combustion pressure toward the ring’s sealing interface to improve ring control and reduce blow-by.

A vertical gas port is a similar drilled port arrangement, but positioned so the hole is oriented more vertically from the ring’s edge. The goal is the same as lateral ports: use combustion pressure to support ring sealing, but with a different geometry for how pressure is delivered.

“Pro mod” is a drag-racing class known for highly modified cars and very high power levels. The speaker references it to frame the extreme conditions where ring sealing and nitrous use become especially demanding.

“Gas pressure” here is the combustion pressure that must get behind the piston ring. The whole point is to use that pressure to help the ring seal and control blow-by by forcing the ring against the cylinder wall.

“Gas-activated rings” describes ring designs that rely on combustion pressure to expand or load the ring against the cylinder wall. Instead of sealing purely by spring tension, the pressure helps “energize” the ring for better sealing at high cylinder pressures.

“Crown or a barrel face” refers to the ring’s profile shape that affects how it contacts and seals against the cylinder wall. Different face geometries change how pressure loads the ring and how well it maintains sealing across the stroke.

“Unit pressure” is the localized pressure acting at the ring-to-cylinder contact area. The speaker uses a wedge analogy to explain that higher unit pressure can force the ring to load and seal effectively.

“HRA stock” is a racing rules category the speaker says restricts certain piston/ring modifications. The key point is that the ring/piston changes they’re discussing may be allowed in some classes but not in this specific “stock” category.

“Super stock” is another drag-racing rules class mentioned as one where the same modification is allowed. The contrast between “super stock” and “HRA stock” highlights how technical rules can vary even within similar racing categories.

Ray Barton is mentioned as a person involved in the discussion about implementing the gas-port ring idea within racing rules. The speaker frames him as part of the customer/engineering collaboration.

David is referenced alongside Ray Barton as part of the rules/implementation discussion. The transcript doesn’t provide a last name, so the annotation is limited to the named person in this segment.

A ferrous metal is iron-based (it contains iron). In engine context, ferrous surfaces can attract carbon deposits, and the speaker is explaining how oil detergents clean those ferrous materials to prevent contamination in critical areas.

Engine oil is more than lubrication—it also contains additive packages, including detergents that help keep internal surfaces clean. Here, the speaker uses engine oil detergents to explain why carbon contamination is reduced in the gas-port area.

Carbon contamination is the buildup of soot and combustion residues on engine components. The speaker contrasts their ring design with a “normal race piece,” arguing that their setup reduces carbon buildup in the gas-port area.

A gas-ported piston has designed passages/ports that route combustion gases in a controlled manner. In combination with gas-ported rings, it’s used to tune how pressure and heat are handled for demanding performance or forced-induction applications.

Power sports is a category of vehicles like snowmobiles and off-road bikes that are used for recreation and competition rather than daily commuting. These applications often have different duty cycles and operating temperatures, which can change what piston rings work best.

E85 is a fuel blend made of about 85% ethanol and 15% gasoline. It’s commonly used in performance applications because ethanol can tolerate more aggressive tuning and boost (with the right fuel system and calibration).

“LS V8” refers to General Motors’ LS-series V8 engines, a common modern V8 platform in hot-rodding and performance builds. Total Seal is contrasting these conventional V8 applications with non-LS engines (like snowmobiles and two-strokes) that need different ring solutions.

“Coyote” is the enthusiast nickname for Ford’s 5.0L “Coyote” V8 engine (used in Mustangs). It’s mentioned as an example of a conventional V8 platform, contrasted with power-sports engines that require different piston-ring approaches.

Two-stroke engines complete a power cycle in two piston strokes (one crankshaft revolution), unlike four-strokes which take four. Ring and piston-ring-pack design differs because two-strokes tend to run hotter and manage oil/fuel differently, affecting ring sealing and wear.

Supercross style refers to the high-intensity racing environment of Supercross (short, technical tracks with repeated acceleration and braking). That kind of use can demand ring durability and heat management suited to aggressive throttle and load changes.

The engine bore size is the diameter of each cylinder in an engine. It matters because piston rings and pistons are sized to the bore, and the ring pack has to fit the cylinder correctly for sealing and wear.

Ring grooves are the machined channels in the piston that hold each piston ring. Their width and depth control ring fit, ring movement, and sealing behavior under heat and pressure.

Alusil (spoken here as “aliasil”) is an aluminum-silicon cylinder coating/liner technology used in some engines. Like nicosil, it’s intended to create a durable cylinder surface for piston ring sealing and wear resistance.

“B18” is shorthand for Honda’s B18 engine family. The speaker’s point is that you can’t easily call Honda for internal cylinder and ring-groove specs, so companies like Total Seal build databases from teardown measurements.

KTM 450 refers to a KTM dirt-bike class that’s commonly used for off-road riding and racing. In this segment, it’s mentioned as an example of an engine Total Seal hasn’t disassembled before, so they lack internal specs like ring dimensions.

Port size refers to the dimensions of the intake/exhaust ports in an engine’s cylinder head (or, on some designs, the transfer/induction passages). It matters because port geometry affects how the engine breathes, and Total Seal needs the correct internal layout to match piston rings to the specific cylinder and wear conditions.

Widths and depths refer to the physical dimensions of the piston ring and/or the ring grooves (the channels in the piston). Those measurements determine fitment and sealing, so Total Seal needs them to build the correct ring package.

Nicosil is a nickel-silicon-carbide cylinder bore coating used to improve wear resistance and heat transfer. In this segment, Total Seal needs to know whether the cylinder is Nicosil because the coating type affects how rings should be matched and what wear characteristics to expect.

The Kawasaki Vulcan is a cruiser motorcycle line from Kawasaki. Here it’s used in a real-world example where Kawasaki wouldn’t provide internal engine specs, so Total Seal and the owner’s mechanic had to identify the bore and coating to source the correct piston rings.

Bore is the cylinder diameter, and 103mm bore means the engine’s cylinder is 103 millimeters wide. Bore size is critical for selecting piston rings because ring dimensions must match the cylinder’s diameter and the specific wear surface.

The 1.2–1.22 millimeter measurement refers to a ring thickness (or a closely related ring dimension) that Total Seal needs for correct fitment. Matching ring thickness is essential for sealing performance and proper clearance in the cylinder.

Top Fuel is the NHRA drag racing class where cars run extremely powerful engines and use nitromethane fuel. It’s known for huge power output, very short runs, and intense stress on the engine internals, including the piston rings.

“Nitro rings” are piston rings designed for engines running nitromethane (often in Top Fuel drag racing). Nitro use changes combustion and cylinder pressures/temperatures, so ring materials, coatings, and geometry are tuned to maintain sealing and survive longer.

A spark plug is the ignition component that creates the spark to ignite the air-fuel mixture (or the mixture in nitro engines). In high-stress racing applications, spark plug performance and durability can become a limiting factor.

Bore finish refers to the surface texture and machining pattern inside the engine cylinder. The way the cylinder wall is finished affects how well the piston rings seat, how much friction they create, and how quickly wear happens.

Ring life is how long piston rings can maintain proper sealing and acceptable wear before they need replacement. In racing contexts, improving ring life often means better cylinder sealing and reduced wear mechanisms under extreme loads.

Pan pressure refers to crankcase pressure (pressure in the oil pan area) created by blow-by gases and crankcase ventilation. Lower pan pressure generally indicates better control of gases and can correlate with reduced oil contamination and wear.

Honing a cylinder is the controlled abrasive machining process used to create the cylinder wall’s final crosshatch pattern and surface finish. The goal is to promote proper piston ring seating and stable oil control for the engine’s intended use.

Cylinder finish refers to the final machining quality of the cylinder bore, including smoothness and the honing pattern. It’s closely tied to ring seating behavior, friction level, and how effectively the cylinder holds oil.

Drag and drive describes an engine build intended to perform well at drag-strip-style acceleration while still being usable for street driving. That mix changes how you prioritize ring seating, oil control, and durability versus a pure race-only setup.

Surface finish is how smooth or rough a cylinder wall (or other machined surface) is after machining. In an engine, the cylinder’s surface finish affects oil retention, friction, and how well piston rings seat and seal.