For: (Discontinued) Deep Fire Full titanium coated teeth standard pisProduct Information:
THe sectret to this piston's ghastly strength lies in the fact that the body is made from a fibrous nylon compoind. It weighs a little more than a similar polycarbon piston, but it's incredibly dense and ridiculously tough, and not nearly as heavy as an aluminum piston.
THe gear section itself is made from a titanium-laminated STEEL core gear, which is a good thing, considering that by volume, steel is actually stronger than titanium. THe titanium adds a good layer of low-friction, extremely hard-wearing surface for that rigid backbone of steel.
I've been using this piston with a Guarder SP110 spring and a 9.6v 4200mAh battery inside a Version 2 box for close to six years now. The gun shoots at a consistent 390FPS with an ROF approaching 1350RPM. It's about the only part other than the cylinder and the shell that I haven't had to replace regularly, and aside from a bit of a stamp mark from when I had a piston head separate during a firefight and turn sideways inside the gearbox, it shows zero wear.
If you're looking to install a piston into an upgraded gun, it really doesn't matter if you're on a budget or if you're not... THis is the most well-rounded high-end piston available, that I've seen, at the best cost I've had to deal with.
Jesus Christ, man, it's, like... $%#@ing bulletproof!!!
I can't kill it!
It's cheap, too!
The fibrous nylon construction provides near-zero friction, combined with just a little bit of silicon lube, making this not just a great choice for a high-longevity piston, but its low mass compared to other tougher pistons makes it great for use in high-ROF guns or just someone seeking to have a lighter piston for better velocity.
Hard-wearing titanium-plated steel rack gear for EXTREME longevity and durability.
Smooth, chamfer-cut corners inside AND outside to reduce both shell friction and resistance from the spring itself. EVERYTHING is chamfered except the leading edge, giving the piston a very rounded appearance. THis also aids greatly in reducing friction by removing high-wear corners from the track surfaces and from the edge that the spring might contact.
TOUGH. I don't know how to stress this. My piston has survived several trips through hell and back, separated piston heads, broken gear axles, a kinked spring, and still continues to this day to tick.
NOBODY EVER HAS THEM IN STOCK!!! AAGHHHH!!!
Gearbox jams might lead to a little bit of flex in the tooth section. If your gearbox isn't assembled properly, this might lead to the rack gear caving into the piston body. THis can be fixed with a flat surface and a few gentle taps from a hammer, but it's something important to watch for. The steel is resilient, but it's not recommended that you make a habit of doing this.