Inliners International Forums Thread Like Summary - TRW NOS forged pistons question

As many on here likely do, I have been collecting parts for a few years now and have some forged TRW 2289 .030 pistons I'd like to run in my engine when it comes rebuild time. Also just took delivery on some .030 Perfect Circle rings (circa 1978 according to the ink stamp).
Are the 2289's considered the LPG pistons?
Do they have any effect on compression ratio?
Lastly, being NOS they have their fair share of knicks and scratches but nothing I would consider critical; what should I look out for and is this common?
In other words, they don't look like a set of Tom's custom Ross pistons by a long shot!

Not a good idea, it'll create more piston rock. Under the pin bosses are a better spot to remove material. The old 12-1/2:1 440 domed pistons were like cinder blocks weight-wise and I've taken a huge amount of weight out of a bunch of those in those areas. Lighter wrist pins are also an option. Just know that in a street engine, you will never know the difference if the pistons are 10 pounds each or 2 pounds each. In a race engine you will.

I think for a street engine it is more important that they weigh the same than be lighter. I don't know when you have to be concerned with the balance between the rods & pistons and the crank counter weights.

Update; spoke with Mike at MrHotRod 6 and he recommended getting some stronger rods for the heavy TRW forged pistons if I wanted to go much above 5000rpm. Unfortunately most aftermarket 250 rods these days are configured in the 6" size versus the standard 5.7" size. As luck would have it, Eagle is spinning up production on these again so I got a set ordered for the build. Now I can be confident that if/when I add forced induction my rotating assembly will be stout enough for the added pressure and rpm! Thanks to Ray from Eagle and Mike/MrHotRod6!