You ain't Done Buckwheat.... I didn't understand a Bit of that.... Take
your time.... hell take it one step at a time... explain what is best in
what application and why....
Share you dog.... SHARE....
Keith ( hey Rick... feeling used today? ... hey someone has to love ya )
----------
> From: Rick Byrnes <rick@rbmotorsports.com>
> To: Dick J <lsr_man@yahoo.com>; Keith Turk <kturk@ala.net>;
land-speed@autox.team.net
> Subject: Re: Head Gaskets
> Date: Wednesday, March 14, 2001 2:53 PM
>
> WOW
> A subject in which I can contribute.
> The cylinder head gaskets that Dick mentions, even though brand "X", are
> referred to as Metal laminated steel, the latest in sealing technology,
> (actually it is not new. It is preceded by Coopers rings and other
devices
> that provide a high unit load at the combustion seal.) Ford began using
MLS
> technology with introduction of the 4.6 L Modular V8 in 1992, as a 3
layer
> gasket. I remember a representative of Cherry Gasket Co. in Japan
> approaching me with this technology in 1986 when I was the component
design
> engineer on the 2.3L 4 cyl engine at Fraud. He had in his hands a gasket
> from the then Honda F1 engine, and it was a piece of work. Actually 4
> layers.
> but then it is a different story. (a real gasket engineer would wet his
> pants just looking at one)
> These gaskets are embossed, and coated with an elastomer material for
micro
> seal of fluids, and are NOT REUSEABLE. They generally also require a
very
> smooth and flat surface, with very little variation. Old Rz and Ra
surface
> finish measurements are not sufficient for most MLS gaskets in use today.
> On the up side, they work extremely well when all design requirements are
> met, and provide less bore distortion than conventional solid core
gaskets
> with bore grommets, and wire ring inserts. I have been using high
pressure
> gas filled "O" rings for sealing combustion gasses on my boosted engines,
> and if MLS gaskets were available I would not bothered. They are
generally
> speaking that good.
> Recently the two layer gaskets are an effort at compromise in cost. Even
> with the 3 layer, there were only two companies that truly had a handle
on
> design and development of this type of gasket. Within the Ford supply
base,
> Fel Pro, and Ishakawa, were the only ones, and of that the Japan supplier
> did not have a US facility, nor would they commit. The design of the
> combustion seal is critical. There are several approaches, and none are
> necessarily wrong, just some better than others. For proper design
intent,
> look at the early ford part and proceed at your own risk. As we all
know,
> clamp load, and consistency of that load is also paramount, and I worry
more
> about that with the standard paper faced gasket more than the design.
The
> real advantage of MLS is that the Joint then becomes metal/metal, and
there
> is virtually no creep relaxation thus equal clamping load for the life of
> the joint. Torquing to a predetermined point on a fasteners
stress/strain
> curve is possible, with predictable load, and life. I don't advocate
torque
> to yield for our racing applications, but we can know where we are and
what
> we are doing at this tenuous sealing joint.
> Sorry if this sounds like a lecture. They used to call me professoria in
> Brasil..... :=D
>
> Rick
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