It says on their website (company who manufactured it) that they recommend it. I honestly have no clue what the hell o-rining the head means, can you enlighten me??

Chris

 

[QUOTE]Originally posted by cjb80
[B]It says on their website (company who manufactured it) that they recommend it.

 

Let me know your compression with the new head gasket.
thanks

 

O-ringing the head:

This is done with copper head gaskets because they are quite a bit softer
than steel and so you cannot keep any 'ridges' in them to create
a high pressure sealing 'line'.

Anyway: a groove is machined into the head around each piston,
the shape or 'cut' is semi-circular,
(picture a very small ball if it were to set in this groove, the surface
of the ball and grove would 'match' with 1/2 of the ball above the surface)

a 'wire' is placed in this groove such that it sinks into the copper
when the head is attached properly.

o-ringing is not 'required' but it makes the copper gasket work
MUCH better than without it...

Jeffrey Atwood

 

Thank you for bringing back a thread that was over a year old.

 

The trouble with thicker head gaskets for lowering compression for increased turbo compatibility is that you step forward and step back simulaneously.

When you increase the gasket thickness the compression does go down which helps your cause. But you also reduce the "quench" which reduces detonation resistance and hurts your cause. Factory Turbo motors running 9-10+:1 CRs use quench among other things to permit the high for a turbo CR. It works! Do a 'net search on quench to get some pictures. I'll post one if I find one.

Stan

 

Not a picture but a quote related to a different engine...concepts are the same but details vary:

>>>If you are building an engine with steel rods, tight bearings, tight pistons, modest RPM and automatic transmission, a .035" quench is the minimum practical to run without engine damage. The closer the piston comes to the cylinder head at operating speed, the more turbulence is generated. Turbulence is the main means of reducing detonation. Unfortunately, the operating quench height varies in an engine as RPM and temperature change. If aluminum rods, loose pistons, (they rock and hit the head), and over 6000 RPM operation is anticipated, a static clearance of .055" could be required. A running quench height in excess of .060" will forfeit the benefits of the quench head design and can cause severe detonation. The suggested .035" static quench height is recommended as a good usable dimension for stock rod engines up to 6500 RPM. Above 6500 RPM rod selection becomes important. Since it is the close collision between the piston and the cylinder head that reduces the prospect of detonation, never add a shim or head gasket to lower compression on a quench head engine. If you have 10:1 with a proper quench and then add an extra .040" gasket to give 9.5:1 and .080" quench, you will create more ping at 9.5:1 than you had at 10:1. The suitable way to lower the compression is to use a dish piston. Dish (reverse combustion chamber), pistons are designed for maximum quench, (sometimes called squish), area. Having part of the combustion chamber in the piston improves the shape of the chamber and flame travel. High performance motors will see some detonation, which leads to preignition. Detonation occurs at five to ten degrees after top-dead-center. Preignition occurs before top-dead-center. Detonation damages your engine with impact loads and excessive heat. The excessive heat part of detonation is what causes preignition. Overheated combustion chamber parts start acting as glow plugs. Preignition induces extremely rapid combustion and welding temperatures melt down is only seconds away!<<<

Stan

 

Chris, I thought you already had low compression forged JE pistons fitted to your motor!!!!!!
If so whats the need for the copper gasket
Andy

 

THIS THREAD IS OVER A YEAR OLD...IT IS NO LONGER RELEVANT!!!

 

Copper head gaskets roxor! Install one today! j/k

Chris