Category: Engine Rebuild Kit


Role of Piston Skirts In Diesel Engine

Piston skirts is an important part of piston which covers the lowest. Piston skirt is responsible to keep piston from shaking unreasonably within the cylinder during working. Providing proper lubrication is the main task of Piston Skirts by holding and transporting oil to wall of the cylinder. To prevent scuffs on cylinder wall chemical layer coating is made on Piston Skirts which helps in proper lubrication.

Especially Heavy Diesel Engines requires proper lubrication in the cylinder walls and it requires special Piston Skirts which can perform lubrication process in heavy diesel engine.

Therefore, PIA has introduced High Performance diesel engine overhaul Piston Skits.

PIA’s Piston Skirts

PAI’s Piston Skirts are treated with a new and highly developed anti-friction coating process. The coating is designed to lower scuffing and wear while providing a dry lubrication that is highly resistant to contamination, and reduces parasitic drag.  HP-3 is a proprietary formulation of anti- friction coating applied to the piston skirt, to decrease friction on the cylinder walls.


As the largest friction area, the Cylinder Wall represents the largest loss of power and efficiency anywhere in the engine. HP-3 coating drastically reduces friction and allow for tighter clearances between the piston and the Cylinder Wall. This reduction in friction and clearance improves overall performance, lowers oil usage and oil temperature; ultimately increasing the life of the Skirt.

“HP-3 Coating drastically reduces friction and allow for tighter clearances between the piston and the Cylinder Wall.”

Check Out: PIA’s High Performance Diesel Engine Rebuild Kits of Cummins, International, CAT, Mack and Detroit Offered By H.D. Kits.

Hp-3 Dry Film Lubricant

Coating Process

HP-3 Dry Film Lubricant coating is applied as a spray process. Different surface preparatory methods appropriate for the substrates are used prior to the coating process. Coating thickness is varied to suit the application. Typical coating thickness for piston skirts is 1 to 1.5 mil (12 to 37 microns).



Low coefficient of friction, provides intermittent dry lubrication, Increased load carrying capacity, wear resistance, corrosion protection.


Have you ever heard of a 10 second tow rig or a daily drive that can clock 123 mph in about 10.93 seconds? Chances are you haven’t. But there is one Aaron Flournoy who has achieved just that, with a 2006 Dodge Ram.

Aaron Flournoy had purchased a 2006 Dodge Ram 2500 because he wanted great mileage and a relatively all purpose vehicle. The Dodge Ram has been a popular choice for those who needed power and fuel economy. But not being someone to be satiated with normal performance, Aaron Flournoy soon opted for upgrades. He got a programmer, new exhaust and an intake. He quickly got a 62mm turbocharger, a lift pump, bigger injectors and the transmission was also replaced.

Aaron’s quest for more speed while not compromising on the other perks of driving the Ram saw him go through several changes over the years. By 2010, the Ram he had bought and the one he had transformed it into bore very little semblance, spec-wise. Aaron went for many upgrades. He opted to rebuild the valve body, billet input and output along with the intermediate shafts. Lastly, the converter was upgraded and eventually Aaron landed with a 595 rear-wheel horsepower.

In 2010, after subjecting the car to a new set of twins, a second CP3 and even larger injectors, the Ram failed to clock 1600 rpm. Aaron checked the compression test and the cranking pressure was 100 psi down on some cylinders. It so happened that two rods were bent and four were worn out severely. Instead of a quick fix or easy remedy, Aaron wanted the engine to undergo a holistic uplift.

The engine underwent extensive machine work and was later assembled by Aaron with the help of some friends. The makeover included a new set of ARP main studs, a girdle, shot-peened 12-valve connecting rods, factory condition Cummins pistons, a Stage 3 Colt camshaft, a set of ARP 625 head studs and a ported 5.9L head with titanium valve.

The result was an 11-second time-slip with 868 rear-wheel horsepower. After clocking 40,000 miles with the new engine and four years later, Aaron added a bit more fuel injection and then perfected his launch. The outcome was a 10-second time-slip to clock 123 mph.


The John Deere Power-Tech PSX 6135HFC95 is an inline six-cylinder 13.5L (824ci) diesel engine capable of generating 617 horsepower at 1,900 rpm and a torque of 1,962 ft-lbs at 1,600 rpm. With a 5.20×6.50” bore and stroke, single overhead camshaft, valve train with four valves per cylinder, a compression ratio of 15:3:1, a sequential fixed and variable-geometry turbochargers induction system, electronic unit injection at 33,000 psi and air to air inter cooler, this engine is in the forefront of diesel technology. The engine requires an oil change every five hundred hours. The head material is cast gray iron alloy while the block material is cast gray iron. The crankshaft material as well as the camshaft is forged steel. The engine is just over five feet in length and a tad more than three feet in width. It is five feet high and weighs 3,699 pounds or 1,678 kilograms. The engine has a cooled exhaust gas re circulation system, diesel particulate filter and oxidation catalyst as its emission system. It complies with the emission norms of EPA Interim Tier 4, CARB and EU Stage III B.

What stands out in the engine is the low-pressure fixed turbo and a high-pressure variable-geometry turbo working in sequence, the one-piece cast design using a heavy-duty, gray iron alloy material, the high-carbon steel camshaft with induction-hardened lobes to reduce noise and to increase life and the full-floating steel pistons with crankshaft of high carbon forged steel that can resist extreme heat and offer precise alignment. The attention to detail makes this engine a wonder.

Modern emission standards have been getting stricter by the day. Power or high performance is thus an expensive or an elusive attribute. The Power-Tech PSX 6135 smartly uses a cooled exhaust gas re circulation, a powerful injection system, a substantially large diesel particular filter and a diesel oxidation catalyst to adhere to the emission standards. The 13.5L Power-Tech PSX 6135HFC95 is a victory of industrial design and engine architecture. It is needless to say that the engine has already found numerous takers in the world of fire pumps and oilfield drills.


When discussing engines, it is important to know that they are the heart of your vehicle. The Detroit Diesel Series 60 Non EGR has been used in large motor vehicles such as 18-wheelers and transport buses for many years. As time has progressed, the engines became more reliable and more affordable to fix with the help of after-market parts. Below are some of the most prevalent differences between the old and new style Series 60 engines.
To improve the performance and response of diesel engines, they have been governed by various electronic control modules (ECM) throughout the years, starting with the Detroit Diesel Electronic Control or DDEC I and ending with the DDEC IV. The first system, DDEC I, lasted from 1987 to 1992, when it was replaced by DDEC II. All Old Style Series 60 11L & 12.7L engines were controlled by DDEC I, II or III until 1998. In 1999 the New Style Series 60 engine was introduced with a new ECM, DDEC IV. This new, more advanced ECM is one of the major differences between the Old Style and New Style Series 60 12.7L engines. The new ECM allowed for greater control through the use of more engine sensors. The other major change was a new, more durable two piece piston design with a steel crown and aluminum skirt capable of handling more horsepower. By 2001, the Series 60 14L New Style engine was introduced and offered large vehicles a 14L displacement option. The power was increased by up to 575hp and 1850 pounds of torque. This is all because of a large stoke crankshaft being installed.
Reliability and Longevity
The main difference that truck operators will notice between the older, mechanical diesels and the electronic engines of today is their fuel efficiency, reliability and longevity. Even though many believe that things were built better in the past, the newer style engines like the Series 60 have upgraded components designed and built to last an extended period of time. Since trucks now spend many hours on the road, manufacturers are held to higher standards for their engines. Many users find that the Detroit Diesel Series 60 engine is the most reliable engine of all. Lightweight, fuel efficient and great for hauling anything.
Technological Components
When installing a newer electronic engine it is essential that you have a computer and the appropriate software that will help you optimize it, whereas in the past a computer interface was not needed. These programs help to run diagnostic checks of every part of your engine to make sure that it is working efficiently and to its best standard. If not, it will show you what part of the engine needs to be taken care of.