Model: WP6
Part Number: 13069631
Brands: Weichai Power
Engine Model: WP6, WP6G, WP6H
Engine Type: Diesel
Scope of application: light and medium trucks, buses, agricultural machinery, generator sets
Rings seal combustion gas, conduct heat from the piston into the liner and scrape oil back to the sump. Set 13069631 provides two compression rings and one oil control ring per piston, sized to the groove geometry of the WP6 family.
Worn rings do not stop the engine; they make it tired. Oil consumption rises, crankcase pressure builds and performance fades as combustion gas escapes past the piston. Owners frequently blame the turbo first, which is why a compression test and a blow-by check should come before any part is ordered.
The set fits WP6, WP6G and WP6H engines in trucks, buses, tractors and small generator sets. Confirm the piston part number and whether the engine is standard or oversize before ordering. Mixing sets between variants is a common cause of oil consumption after a rebuild.
The top ring is barrel faced and chrome plated to survive the highest temperature and pressure in the engine. The second ring is taper faced to improve oil scraping and support gas sealing. The oil control ring uses two chrome rails with an expander spring, sized for correct radial tension.
Oil consumption is usually the first complaint, followed by smoke at start-up and increasing crankcase pressure. On engines working at high load, the symptoms appear earlier because gas leakage grows with cylinder pressure.
Clean the piston grooves to bare metal before anything else. Carbon packed into the groove corner prevents the ring from seating, and scraping the surface without removing the hard deposit at the bottom of the groove leaves the new ring proud.
Ring gaps must be measured in the liner the ring will actually run in, with the ring pushed square to a depth near the bottom of ring travel. Measuring in a different bore, or with the ring tilted, gives a reading that is wrong by enough to cause a failure.
New rings cannot fix a worn piston. Measure groove width with the old ring and a feeler gauge; an opened groove lets the ring flutter and break. Check the crown for cracks and the skirt for scuffing as well, because a piston that has been hot may look acceptable and still fail soon after.
New rings need cylinder pressure to seat. Run at varying load, increasing gradually over the first hours, and change oil early. A high-detergent oil can slow bedding-in, so follow the workshop recommendation for the break-in period rather than the normal service oil.
Clean air and correct oil keep rings alive. Replace the air filter at interval, keep intake hoses sealed, use the specified oil grade and change it at the severe-duty interval. Fix overheating promptly, because heat softens ring tension and accelerates top ring wear.
Track oil consumption per thousand kilometres rather than waiting for visible smoke. A slow rise over several services is the earliest reliable sign that rings are losing tension, and it is far easier to plan a rebuild from a record than to discover the problem at the roadside.
Rings only seal what the bore allows. Before fitting a set, measure the liner at three heights and in two directions; a bore that is oval or has a ridge at the top of ring travel will not seal new rings no matter how carefully they are installed. If the bore is out of specification, the liner must be replaced rather than honed.
Record the bore measurements for each cylinder. On a multi-cylinder engine the difference between cylinders matters as much as the absolute wear, because uneven compression produces rough running and uneven exhaust temperatures.
The oil control ring works hardest and its expander loses tension before the compression rings show visible wear. That is why oil consumption often rises while compression still tests within specification, and why replacing only the compression rings leaves the complaint unchanged.
One set covers one piston: two compression rings and one oil ring.
Only if the bore is within specification and shows a proper cross hatch.
Only if the measured gap requires adjustment.
Glazed bores, wrong gaps or rings fitted upside down.
Browse the Weichai piston and components category, and pair the rings with the WP6 piston 13022346 or the WP6 cylinder liner 13056682.
Weichai WP6 Piston Ring (13069631). The ring set seals combustion, controls oil and conducts heat from the piston into the liner. Each of the three rings does a different job with a different face treatment.
Confirm the ring set matches the piston groove width and the rating. Rings are specified per engine rating, not by bore diameter alone.
The part number is the reliable identifier here. Where the old number is unreadable, measure the component and compare it with the drawing rather than guessing from the engine model. On this engine, confirm the WP6 application against the engine plate before ordering.
Measure end gaps in the bore the ring will actually run in, with the ring squared by the piston crown. Measuring at the top of the bore or in a different liner gives a false reading.
Ordering note. Packing is export grade: each unit is wrapped, boxed and palletised for sea freight, with the part number marked on the outside so the receiving store can book it in without opening the carton.
Related reading: Piston Ring Selection: Gap, Tension and Bore Condition
| We Are 30 Years Diesel Engine Parts Supplier | |
| Brand | EPID |
| Warranty | 12 Months |
| Condition | 100%New |
| More Models | Weichai: WP6, WP6G, WP6H, and other Weichai series. |
| Shipping | By sea / air / express (DHL, FEDEX, TNT, UPS, EMS) |
| Packing | Standard exporting packing or as required |
| Payment Term | L/C, T/T, Western Union, Trade Assurance |
| Delivery Time | 3-7 days (depend on order) |
| Selling Point | 1. On-time Delivery 2. Genuine Quality Assurance 3. Professional Supplier |
The top ring is barrel faced and chrome plated to survive the highest temperature and pressure in the engine. The second ring is taper faced to improve oil scraping and support gas sealing. The oil control ring uses two chrome rails with an expander spring, sized for correct radial tension.
Oil consumption is usually the first complaint, followed by smoke at start-up and increasing crankcase pressure. On engines working at high load, the symptoms appear earlier because gas leakage grows with cylinder pressure.
Clean the piston grooves to bare metal before anything else. Carbon packed into the groove corner prevents the ring from seating, and scraping the surface without removing the hard deposit at the bottom of the groove leaves the new ring proud.
Ring gaps must be measured in the liner the ring will actually run in, with the ring pushed square to a depth near the bottom of ring travel. Measuring in a different bore, or with the ring tilted, gives a reading that is wrong by enough to cause a failure.
New rings cannot fix a worn piston. Measure groove width with the old ring and a feeler gauge; an opened groove lets the ring flutter and break. Check the crown for cracks and the skirt for scuffing as well, because a piston that has been hot may look acceptable and still fail soon after.
New rings need cylinder pressure to seat. Run at varying load, increasing gradually over the first hours, and change oil early. A high-detergent oil can slow bedding-in, so follow the workshop recommendation for the break-in period rather than the normal service oil.
Clean air and correct oil keep rings alive. Replace the air filter at interval, keep intake hoses sealed, use the specified oil grade and change it at the severe-duty interval. Fix overheating promptly, because heat softens ring tension and accelerates top ring wear.
Track oil consumption per thousand kilometres rather than waiting for visible smoke. A slow rise over several services is the earliest reliable sign that rings are losing tension, and it is far easier to plan a rebuild from a record than to discover the problem at the roadside.
Rings only seal what the bore allows. Before fitting a set, measure the liner at three heights and in two directions; a bore that is oval or has a ridge at the top of ring travel will not seal new rings no matter how carefully they are installed. If the bore is out of specification, the liner must be replaced rather than honed.
Record the bore measurements for each cylinder. On a multi-cylinder engine the difference between cylinders matters as much as the absolute wear, because uneven compression produces rough running and uneven exhaust temperatures.
The oil control ring works hardest and its expander loses tension before the compression rings show visible wear. That is why oil consumption often rises while compression still tests within specification, and why replacing only the compression rings leaves the complaint unchanged.
Browse the Weichai piston and components category, and pair the rings with the WP6 piston 13022346 or the WP6 cylinder liner 13056682.
One set covers one piston: two compression rings and one oil ring.
Only if the bore is within specification and shows a proper cross hatch.
Only if the measured gap requires adjustment.
Glazed bores, wrong gaps or rings fitted upside down.
EPID supplies diesel engine parts for Weichai, Baudouin, Yuchai, Caterpillar, Sinotruk, FAW Xichai and Cummins engines. Every order is checked against the original part number before packing, and our team can identify a part from a photo of the engine plate. Ask for a quotation with your model and quantity and we will reply within one working day.
