Piston ring gap

The reason you alter the ring gap from a Naturally Aspirated Specification IS:

With Forced Induction the Cylinder Pressure (and crankcase pressure) is Greater than with a completely Naturally Aspirated Engine....therefore a good Crankcase Ventilation system is required as well.

I just checked my Chiltons manual and it says....Small Block-Piston Ring Gaps.....010" - .020" for the Compression Rings, and Oil rings .015 - .062".

I suggest gapping the TOP Compression rings at the looser end of the specification....maybe even a tad over the loosest spec....at or around .022".

Reason being...Increased Cylinder Pressure over what the factory designed the rings to seal.

I have seen a few instances where guys building High HP forced induction engines set the ring gaps too tight...but within recommended specification, and hit it with 15 plus psi of boost....the pressure causes the ends of the ring to BUTT TOGETHER and lift the crown off the piston.

By increasing the gap the rings will not BUTT TOGETHER and not damage the piston or cylinder wall.

That is why. I am sure you have heard guys talking about setting an engine up either Tight/Loose for what ever reason and ring gaps and bearing clearances fall into those classifications.

I recommend Moly Rings and cylinder prep for boosted applications.