The second ring design from Total Seal is very simple and straightforward.  The ring is machined with a ledge (which faces down).  A second, exceptionally thin ring rests in this ledge.  In practice, this arrangement eliminates the gap. In operation, as a normal ring wears, the gap opens up, allowing more combustion gases to escape (which is really blow-by). The Total Seal Gapless® ring solves the problem. Its patented design incorporates this two-part interlocking ring that closes off the gap and provides a better or improved seal between the piston and cylinder. As the Total Seal ring wears, the gap remains sealed.  The result is, no erosion in the ring capability and no erosion in performance.

There’s more here too: Total Seal uses a Gapless ring set that measures (for example) 0.0469-inch thick.  This ring package is then coupled with a spacer of 0.031-inch, installed at the top of the groove to take up the difference in a 5/64-inch groove. 

There is something you should be aware of when it comes to Gapless rings:  They’re either used in the top groove or the second groove.  Not both.  And rings designed for the top groove cannot be used in the second groove or vise-versa.  One other point to consider is this:  When switching to a Gapless ring, there may be tendency for the PCV system to become seemingly more efficient.  What’s really happening is the ring seal is causing the engine manifold vacuum to improve.  You’ll likely notice this phenomenon if you have a vacuum gauge installed in your car.

The oil ring used in the Advantage Ring System is called a “Gold Power” ring (obviously, because the expander is gold in color).  It’s different than most conventional oil rings, however.  Gold Power rings do no fit as deep as regular oil rings.  This design is based upon narrower rails and a narrow expander.  The result is reduced friction, but at the same time, the configuration maintains oil control.  The only catch with this type of ring is the installation.  Due to the narrow design, you have to be careful when installing the piston in the bore.  If you’re not paying attention, the small rails may not stay in place.  The bottom line here is to watch the ring carefully as you push the piston through a tapered ring compressor or when you squeeze the piston ring combination with a band style compressor.

Does the new ring combination work?  Most of the Stock Eliminator racers we spoke with aren’t talking (and neither are the Winston Cup teams which are using a similar arrangement).  But at least one Pro Stock engine builder is.  They wish to remain anonymous, but apparently the benefits of Total Seal’s rings haven’t escaped them:  A version designed for Pro Stock is now used exclusively in their engines.  The result is the engines now make full power on the first dyno pulls (instead of five, six or seven pulls later).  Maintenance factors have also improved markedly.  In the end, there could very well be something of interest to the little guy racer.  Investigate this stuff folks.  You might be surprised at what you find.

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