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Wiseco was born 80 years ago from a passion for the performance and racing lifestyle. Read the story on how Wiseco evolved from garage-made pistons to an industry leader in aftermarket performance. In 1940, when Clyde Wiseman first manufactured his own big-bore marine engine pistons, in his garage located on the East side of Cleveland, Ohio, it was with a purpose: to fill a void in the marketplace by building the performance pistons he needed (yet was unable to find) to win races. Word quickly spread about Wiseman's high-quality pistons, and by 1941 — with origins rooted in racing — he formed Wiseco Piston to serve the needs of fellow motorsports enthusiasts who needed performance pistons for outboard marine racing. Clyde Wiseman founded Wiseco from a passion stemming from outboard marine racing and a need for quality pistons he couldn't find at the time. Like any new business, times were tough in the beginning. Yet, Wiseco persevered, and today the company is one of the leading manufacturers of high-performance motorsports performance parts in the world, with 2021 the 80th anniversary of the company and its team of high-performance employees. When Wiseco first opened its doors all those years ago, it's unlikely Clyde Wiseman gave much thought to his company's longevity and what it might look like some 80 some years later. He was a racer driven by his passion for racing that simply wanted to win outboard marine races and make the best performing product possible. But the company did grow, and by 1948, Wiseco had moved to Wickliffe, Ohio, before moving again to its present location in Mentor, Ohio, in 1972. The stomping grounds of the early days of Wiseco Piston Co. before moving into the current, 150,000 sq. ft. facility in Mentor, OH. During those formative years, the company expanded into the powersports segment by making pistons for ATVs, motorcycles, snowmobiles, and personal watercraft. Inevitably, that led to the company's further expansion into the automotive segment by producing performance products for racers competing in NHRA, NASCAR, World of Outlaws, and other forms of four-wheel racing. Passion for motor sports and performance doesn't end at two wheels, sometimes there's no wheels at all. Wiseco is unique among aftermarket piston manufacturers in the United States because it is the only brand that produces pistons strictly using the forging process. Starting with aerospace-grade aluminum, the forging process compresses the material's molecules, increasing the density of the aluminum and aligning the grain flow of the alloy, resulting in a high-quality product that's resistant to impact, fatigue, and has improved material properties such as ultimate strength and ductility, which is a material's ability to stretch or move without breaking under tensile strain. For high-performance race applications (where increased horsepower and compression can stress an engine's components further than a stock engine), it's of critical importance. To this day, Wiseco remains one of the only piston manufacturers to forge pistons in-house in the USA. This is why Wiseco engineers utilize the latest 3D design techniques and finite element modeling software to ensure each design provides the highest strength and lightest weight for each application. Wiseco's state-of-the-art manufacturing facility and in-house Dyno facility, combined with its talented group of high-performance employees and field-testing network, ensures each product they produce exceeds the expectations and demands of the motorsports industry. In-house engineering, 3D-modeling, CNC-machining, dyno testing and everything in between is nothing new to the Wiseco manufacturing plant...these methods have been in place for decades. Today, Wiseco corporate headquarters boasts over 150,000 square feet of state-of-the-art forging and CNC machining equipment. The company has distribution centers, sales offices, and manufacturing operations in strategic locations throughout the United States, Canada, and Europe to better serve markets outside its domestic U.S. market. But one thing has remained the same after 80 years in business: the Wiseco motto of "quality people building a quality product," with many Wiseco employees having worked at the company for 10, 15, 20 — and even 40+ years. Something apparent when speaking with current and former employees of the company. Time passes, but a dedicated and passionate team remains constant. "I was fortunate to join Wiseco in 1988, which opened the door for me professionally, where I was able to develop as the company also grew," recalls Dave Sulecki after 31 years as Engineering Manager at company headquarters in Mentor, Ohio. For Sulecki, the doors opened led to engineering and product development milestones he's proud to be a part of to this day — from two-stroke piston evolution to market-changing technology and products to NASCAR championships. Adds Sulecki, "The company was founded by and is driven by enthusiasts. The core employees are the reason that Wiseco earned the motto 'quality people building a quality product.' Who knows what a racer needs more than another racer?" From machinists to engineers to customer support and accounting, the people of Wiseco are dedicated to living up to its policy to meet or exceed customer requirements and expectations every time. They thrive in an environment focused on continually refining its "culture of quality" that thrives on the pursuit of perfection. And because racing at the highest level requires perfection, Wiseco's winning combination of quality people building quality products has continued to help elevate the brand to its current level of success. Regardless of the discipline, developing a product from a racer's and enthusiast's mentality is an irreplaceable advantage. “My career at Wiseco spanned 32 years as manager of Research and Development Department prior to my retirement,” explains Dave Fussner. “These were great years working with great people at a great company.” As Fussner goes on to explain, many of his friends at Wiseco stayed with the company for long periods, several that have more than 40 years with the company and are still going strong. “Working at Wiseco was truly a big part of my life. Being there lead me to a successful career doing what I loved, working with great people within the company, and also with the great racers and teams that chose Wiseco time and again.” Evolution and success over 80 years is a product of every player on Team Wiseco, both in-house and out on the track. Ryan Nau is another example of quality people building quality products that make Wiseco what it is today. He’s been with the company for almost 18 years and grew up interested in anything with an engine. For Nau, Wiseco has been the perfect career path. He started as a CNC operator and worked his way into the engineering and quality departments, and now currently serves as Research and Development Manager. "It's been a great journey working with the team here, and there is always more to learn in such a fast-paced performance market," explains Nau. "Many long-time employees share the same passion I do, and Wiseco keeps us engaged in the industry and aftermarket quality racing parts. A lot has developed in the last 80 years with internal combustion engines, and Wiseco continues to stay on the cutting edge of this development." Wiseco practices what we preach! Our Research and Development Manager with his Yamaha YZ295X build. Another area that's contributed to the long-term growth and success of Wiseco is its roots in racing that started with Clyde Wiseman back when he founded the company. Through the years, Wiseco has continued to support and nurture all forms of motorsports racing — from the local grassroots level to national-level professional. Each year, Wiseco sponsors hundreds of amateur and professional racing events and series. Iconic events like the Blackwater 100 in Beckley, West Virginia, back in 1974 are where Wiseco's roots in racing support began. Wiseco has helped power just about any type of motorsports racing discipline you can think over the past eight decades. For over 50 years, Wiseco has been a supporter of racing events, series, and racers, including the Grand National Cross Country Series, ATV Motocross Nationals, Loretta Lynn's Amateur National Motocross Championships, Wiseco 2-Stroke MX World Championships, and many other two and four-wheel events and series. It's a testament to Wiseco's commitment to motorsports that it continues to support racing at all levels. And likewise, continues to sponsor racers and teams from the local to the national level as they pursue their dreams of winning championships, breaking records, and achieving goals. Scott Parker After 80 years in business, the Wiseco name has become synonymous with performance. And although the brand is recognized as the only U.S. manufacturer of forged pistons for the motorsports market, these days, pistons are only one part of the brand's product offerings. Today Wiseco offers gasket kits, clutch components, valve train components, crankshafts, hour meters, connecting rods in addition to its line of performance pistons. And as motorsports technology continues to evolve, Wiseco remains at the forefront of the market with an expansive line of innovative products. Browse Wiseco products for your machine here. The Wiseco catalog has grown quite a bit since the piston-only days, but we'll always stay true to our roots. That's why top engine builders and racers in every motorsport depend on Wiseco products for consistent, winning results. Through its commitment to quality, integrity, and service as the backbone of the business, no other manufacturer can match Wiseco's advanced technology, high quality, and attention to detail. After 80 years of perfecting its products, led by a talented group of employees, it's easy to see why champions choose Wiseco. In honor of Wiseco founder, Clyde Wiseman, a dedicated racer and performance innovator who established the Wiseco legacy! Clyde Wiseman, 1912 - 1996 Words - Dale Spangler/Buzz Media Images - Wiseco archives and Dale Spangler/Buzz Media

Wire locks are one of the most common wrist pin locks used in today's powersports pistons. Correct installation is crucial to avoid a catastrophic failure, but the task can be frustrating. Here, we go through important tips and tricks to ease your wire lock installation and make sure you're up and running reliably. The devil is in the details! When rebuilding an engine, there are a handful of tasks that—no matter what you do—aren’t particularly pleasant to perform. For some, it may be meticulously cleaning all the parts, while for others, it may be undertaking all the necessary measurements of critical components. However, the focus here is on reducing the frustrations many builders experience when installing wire locks in their pistons. Not only can wire lock installation be frustrating, but installing them correctly is incredibly important to ensure the engine performs well for a long time. Installing wire locks can be frustrating at times, but this critical step can go smoothly with some tips and tricks. Read on. Unfortunately, for many builders, installing wire locks can go south in a hurry. Catastrophic engine damage can easily be caused by improperly installed wire locks. This story isn’t all that uncommon, and many probably know of someone who had a similar experience. Wire locks serve an essential function and are used to retain the wrist pin in the piston in many engine applications. The wire locks themselves are merely circular shaped sprung pieces of wire. They are designed to locate in lock grooves in the wrist pin bore of the piston and stay in place via spring preload. Looking for a new piston for your bike? Search it up on JEpistons.com or give 'em a call at 714-898-9763. And don't forget to follow these tips! Wire locks are simply sprung pieces of wire designed to seat into the lock grooves machined into the pin bore of the piston to keep the wrist pin in place. Failures Caused by Wire Locks Wire lock related engine failures typically occur for a couple reasons. First, failures can occur because the wire lock was not correctly seated in its corresponding groove. Second, failures can occur because the wire lock was deformed during installation, and thus lost preload, allowing it to evacuate its groove during engine operation. Shoddy or poor wire lock installation efforts can also damage the wrist pin bore by marring the bore surface, which increases friction in the joint, and in severe cases, can cause the wrist pin joint to overheat, leading to a small end failure. Incorrect wire lock installation can easily lead to catastrophic failure. In this example, one wire lock was improperly installed in a motorcycle engine, allowing the wrist pin and small end to move freely. The orientation of the open end of the wire lock can be an important factor and should be carefully considered before installation. In combination with physics, the dimple incorporated into the piston to aid in wire lock removal plays a key role in determining where to position the open end. In many applications, the open-end position is usually designed for either the 12 or 6 o’clock positions. When the piston is changing direction at top dead center (TDC) and inertia loading is high, the wire lock presses harder into its groove when in 12 or 6 o’clock positions. While those positions are optimal from an inertial loading standpoint, many engine designs also utilize 3 and 9 o'clock open end orientations as well. The above statements are general advice, and you should always consult your service manual or the instructions supplied by the aftermarket manufacturer for orientation directions specific to your application. 12 and 6 o'clock wire lock open-end orientations are common for many piston designs due to inertia loading during engine operation. However, always be sure to follow specific instructions provided with your pistons. Correct open-end orientation will vary based on piston design, but always be sure the open end is NOT in-line with the pick-lock relief. This relief is simply there to aid in wire lock removal. Running an engine with lock-ends lined up with this relief could result in wire lock failure. Wire Lock Filing Wire locks should be installed by inserting the open end into the groove first, by hand, without the use of any special tools. Prior to installation, ease of installation can be greatly improved by carefully rounding the ends of the wire locks with a small diamond file. Due to the manufacturing process used, often, wire locks have small burrs on their ends which make sliding them into their grooves especially troublesome. Carefully removing these burrs and rounding the ends greatly improves the lock’s sliding ability and reduces the likelihood of scratching the wrist pin bore. It's recommended to file down the sharp edges of wire lock ends before installation. This will make the process easier and lessen the chance of damaging the lock groove or pin bore. In many applications, it is possible and preferred to install one wire lock into the piston before assembling the piston to the connecting rod. Unless your service manual states that the wire lock must be installed in one side or the other, we recommend taking into consideration which side of the engine will be easiest to install the remaining wire lock. Engine architecture and considering which hand of the builder is dominant are often the primary drivers behind deciding on which side to install the lock first. Individual builders may have different hand motions and techniques when it comes time to installing the first wire lock into the piston. However, there are a handful of tips and tricks that can be applied to make the job easier. First, perform the installation over an area where botched attempts will not leave the wire lock inside the engine or forever missing on the shop floor. We can assure you many hours have been spent hunting for wire locks that have careened off course. Installing Wire Locks Insert the open end of the wire lock at about a 45-degree angle and use both thumbs to compress the wire lock into the wrist pin bore. Usually, by doing this, it’s possible to get the open ends of the wire lock started in its groove and the opposite end to stay stationary in the wrist pin bore. At this point, you can reposition your fingers so that the wire lock can be pushed all the way into its groove, or a small flathead screwdriver can be used to push the wire lock in the rest of the way. The wrist pin can also be inserted before attempting to install the wire lock to serve as a backstop while navigating the open ends into the groove. Once the lock is completely in the groove, push the wrist pin against the lock and give the opposite end of the pin a tap to be sure the lock is fully seated. Insert the open end of the wire lock first without using any special tools. Once that end is seated in the groove, you can either use your thumb or carefully use a tool to push the remainder of the lock into the groove. Once you believe the wire lock is seated in its groove, it is incredibly important to verify this is the case. Use a small screwdriver and apply light -to-moderate pressure to try to rotate the lock in its groove by pushing on one of the open ends. Any wire locks that can be rotated in their grooves have been damaged and should be replaced. A properly installed wire lock should not rotate in its groove under moderate load. Be sure your lock doesn't rotate too easily in the lock groove, as this could be a sign of a damaged wire lock. The same installation tips can be applied to the remaining wire lock once the piston is assembled to the connecting rod. One tip worth mentioning before installing the remaining wire lock entails lubrication advice. Since wire locks are not designed to rotate in their grooves, it is our preference not to introduce lube oil of any kind into the wire lock grooves. Thinking through the sequence of where and how assembly lube or engine oil is applied to the small end components can reduce the likelihood of getting lube into the remaining wire lock groove. Usually, it is best to carefully coat the wrist pin bore and rod small end bore, as opposed to the wrist pin, so that lube oil isn’t scraped off the wrist pin and deposited in the wire lock groove. Before installing the remaining lock with the piston fixed on the connecting rod, cover the crankcase with a clean lint-free rag so that the wire lock cannot get lost in the engine on a botched attempt. Remember to use the wrist pin as a backstop and install the open ends in the correct orientation. Once installed, be sure to check that the wire lock has fully seated and cannot be rotated.

With years of performance piston experience, JE knows ring operation is just as important as piston quality. Follow along with our complete guide to installing rings on your motorcycle piston(s). The correct installation of the piston rings is an essential aspect of rebuilding any four-stroke engine. This task is perceived by many to be simple. However, there are vital aspects of ring installation that should not be overlooked. Improper installation of the piston rings can result in limited engine life, reduced power, and high oil consumption. In this article, we’ll walk step-by-step through the ring installation process so that the next time you’re rebuilding your engine, you know exactly what to do and what to watch out for. JE now has pistons available for many late model applications. Find the performance you've been looking for. For starters, never attempt ring installation without the appropriate documentation available for reference. At JE Pistons, comprehensive instructions are included with most new piston kits. This ensures the engine builder has the necessary information available to do the job successfully. The machine’s factory service manual should also be on hand throughout the build so that things like torque specs, service limits, and procedures can be referenced. It's important to read and understand any assembly and installation instructions that come with your pistons. These instructions are for representational purposes only and not valid for all JE pistons. Process Overview Before diving into installation details, a quick recap of the process will be helpful to understand what’s to come. Shown below is an outline of the major steps you’ll go through. Measure ring end gap Clean all rings Mark piston where the end gaps should align Install oil rings Install 2nd compression ring Install primary compression ring Verify groove clearance Not sure which piston ring set you need to order? Check out our guide here. In addition to understanding the steps you'll be performing, laying out all the components needed helps stay organized and prepared. Time for a new piston kit? Find one here! Step-by-step Process Measure Ring End Gap Before installing the rings onto the piston, it is imperative that the ring end gaps are checked and verified against the specs provided with the installation instructions or factory service manual, whichever is applicable. If more than one compression ring is used, confirm any design differences between the two by referencing the installation instructions. Chamfers on the inside edge of the ring or different markings at the ring ends are common identifiers used to denote ring differences. Need clarification on all the markings used on JE rings and pistons? Click here. To check the ring end gap, simply install the appropriate ring into the cylinder bore and position it near the top of the bore. Use the depth rod end of a caliper to ensure the ring is square to the bore. Next, use feeler gauges to measure the ring’s end gap. Carefully insert various thickness feeler gauges between the ring ends until the gauge just begins to drag between the ring ends. Note the thickness of the gauge and compare it to the end gap specifications provided. This process can be repeated for any additional compression rings used. The majority of JE's motorcycle rings are pre-gapped, but it's always good practice to check ring end gap for all compression rings prior to installing on the piston. At JE Pistons, the ring end gaps are preset at the factory to fall within spec when installed in healthy cylinders used for normal applications. The end gap of the first compression ring should always be less than that of the second compression ring. If the end gap specs are outside of range, first double check your measurements and verify the cylinder bore is the correct diameter. Assuming no issues are found with the measurements or cylinder bore and the end gap measured is too tight, the rings can be carefully filed. To do so, use a small file and file one end of the ring. Be sure to maintain parallelism to the other ring end as you remove material. Remove small amounts of material and check the end gap periodically so that you don’t remove too much material. If ring end gap does need to be adjusted, evenly file one end of the ring only in small increments and continue to check until it's at the desired spec. Clean All piston rings should be cleaned before being assembled onto the piston. Before cleaning, confirm the ring ends are free of burrs. Any burrs present can carefully be dressed by gently breaking the edge with a small file. Next, use your preferred parts cleaner to wipe down the rings and piston. Make sure your rings are clean and free of any debris or burrs. Mark the Piston Review the instructions provided with your piston kit, or the guidelines provided in your owners manual if no alternate instructions are provided, and note the specified positions of the ring end gaps. Use a marker to mark the edge of the piston crown with the intended ring end positions for the oil control and compression rings. Doing so will help ensure no orientation mistakes are made upon ring installation. Follow the ring end gap orientation instructions for your specific piston(s) and mark the piston so you know where each end gap should end up. Oil Control Ring Installation Modern oil control rings typically utilize a three-piece design and consist of two side rails and an expander ring. Three-piece oil rings can be challenging to install if the ring design and methodology are not understood. The expander ring is the waffle shaped ring and features a stepped edge on the top and bottom of the ring. The side rails are the two small, thin rings which complement the expander. When properly installed, the side rails sit on the top and bottom of the expander ring against its stepped edges. For this reason, the expander ring must be installed first. The other feature of the expander ring worth paying attention to is its ends. Due to the expander’s accordion-like shape, it is possible for the ring ends to overlap in the ring groove. For proper installation, it is imperative that the expander’s ends butt and do not overlap. The ends of the expander ring should be touching, but not overlapping. To install the expander ring, lightly coat it with engine oil. The expander ring is non-directional, so it can be installed in any orientation. Carefully work the ring past the compression ring groove into the oil ring groove. Adjust the expander ring as necessary, so the ring ends are correctly positioned. Ensure the ring ends butt together and don’t overlap. Start by installing the expander ring after lightly coating with oil. The side rails are also non-directional. Lightly lube the side rails then install them on the piston. Make sure the side rails sit correctly against the stepped edge of the expander ring and that their end gaps are positioned properly. Once the side rails have been installed, double-check the end gap positions of all three rings that comprise the oil control ring assembly. Ensure the expander ring’s ends are not overlapped and ensure the assembly moves freely within the oil ring groove. Oil and install the oil expander rails below and above the expander. Be sure they are resting evenly and the end gaps are lined up with the appropriate markings. Compression Ring Installation If the piston utilizes two compression rings, the second compression ring should be installed first. Refer to the installation instructions to determine the proper orientation of the ring before installation. Typically, dots or letters will be marked near the ring end, which denotes the top of the ring. Internal edge features such as chamfers may also be used to identify the ring and its correct orientation. Lightly oil the ring and then carefully work it over the piston into its appropriate groove. Adjust the ring’s end gap position so that it aligns with the mark you made for it on the piston crown. Repeat this process for any remaining compression rings. Install the compression ring(s) in a similar fashion, lightly applying oil and carefully working the ring around the crown of the piston. Be careful not to twist or bend the ring out of shape as it could affect its ability to seal properly. Confirm Groove Clearance Once the compression rings have been installed, the ring-to-groove clearance should be checked. To do so, insert a feeler gauge between the ring and groove. The clearance can be identified by finding the feeler gauge that drags ever so slightly between the ring and groove. Note the groove clearance and compare it to the specification provided in the installation instructions or factory service manual. One of the final measurements to take after the rings have been installed is compression ring to groove clearance. Use a feeler gauge for this and find the size that has slight drag. Compare this spec to what's outlined in your instructions or owner's manual. At this point, ring installation onto the piston is complete, and subsequent steps can be taken to complete the engine build. While installing the piston rings onto the piston is a critical step in the build process, it can be performed by anyone when the proper steps are taken. The process simply requires the correct measurements are taken, cleanliness is ensured, and installation techniques are used. In search of a quality, performance forged piston for your bike? Click here to see what's available for your machine.