Competition Head gasket for p-pump 12v

[BPonci]

I run a single o-ring head with a . 010 gasket. If you follow thru and do your retorques like a good boy or girl it does help. I dont think it really matters if your o-ringed or fire ringed some time down the road it will blow. Its just a matter of time. Rule of thumb (you play you will eventually pay) We all push are engines towards the limit. Its just some find there limit quicker than others.

 

[12V Ford]

Wow! Thanks for all the replies. The hdgskt seems to be leaking right near the thermostat housing, but not all the time. If I get on it hard, I'll see some sprayed coolant. I think I'm just going to deck the head, get a marine gskt, and head studs. Piers said it should be good up to about 55 psi and I don't plan to go much higher than that. It's a hauler truck and so far pulling loads, it hardly gets past 40 psi. If things don't work out, then I'll upgrade.

 

[thekidfan]

One freeze plug, and only after going to 5K on the rpm's this year, nothing to do with head sealing. I have a single o-ring with 12mm studs and re-tourque my self religisly, its the nature of beast that comes along with high performance motors. Surely you do re-tourqes even with the fire rings? I know several high HP guy's who just aren't sold on the fire rings as of yet.



BBD

I took that as a plus for the o-ring Scott, that single o-ring holds so good it blows the freeze plug first :-laf

 

[thekidfan]

Rule of thumb (you play you will eventually pay) We all push are engines towards the limit. Its just some find there limit quicker than others.

I don't think we want to go there bud

 

[Forrest Nearing]

I took that as a plus for the o-ring Scott, that single o-ring holds so good it blows the freeze plug first :-laf

or the head lifted enough to allow combustion gasses to pressurize the cooling system



though that's not what happened in this case

 

[JTEdieselram]

Hey guys, this is my first post on this forum! I Have had this same question, I think you can use a headgasket for a new H. O. common rail 5. 9l. It is MLS construction, best part, it is only $70. 00 from your dealership. Use that gasket in conjunction with a set of studs, and you should be good to go. I have the parts, I will be trying the install within the next few weeks, I'll make sure to write again to let you know if it works. My stock headgasket let go at 65psi, but it did hold in for almost an entire season of drag racing!

 

[59Turbo]

I've heard the common rail mls gasket won't fit the older engines. Please let us know if it does.

 

[Highfinance97]

No more than 70 PSI on o-rings i always say (IMO)



here is a little tip also try to find someone with a BHJ tool and have them o-ring your "block" that way if you ever have to take off the head again you wont have to go through with more o-ringing





Michael

 

[Bernhard]

I'd say you have a pretty good seal if your



"Gasket lives and your piston's Give" :-laf





Thanks

Brenden

 

[Cooker]

I do not think the MLS gasket will work on a 12v without modfication, if it will even work at all.



Also the sealing ability of the MLS gasket is comprimised unless both the block and head are flat.

 

[Hammer]

No more than 70 PSI on o-rings i always say

you'll blow the marine gasket also they are only good up to like 50psi

A headgasket with Studs still won't hold.

Man when I see all you nay sayers here all I can do wonder how some of you come to these assumptions. O-Rings are fine as already stated but you have to go back and do your retorques the proper way. Also on O-Ringed heads,welding wire,piano wire and copper or brass wire is NOT the proper equipment for the job,the only way is the use of stainless O-ringing wire. Time on the job the first time certainly will save your tail from having to do it twice.



As for the MLG for a 12v or 24v it will not happen due to cost factors. Some of us have been trying to have Cometric make us all one and they have now decided that cost(over 250,000 for the new machine just to make them for our engines)is too much for the initial setup. They can make any small V-8 style and are supposed to do them for the Duramax and Powerstroke but to do a inline 6 they do not have the capabilities due to length constraints. They even went as far to do research to split the Cummins gasket into two halves and found it will not work,so with that we are left with minimal option for headgaskets. Its a shame too as the Cometrics really save the sprint car guys a ton of money with as many times as they have their heads off because they can reuse them. The Hemi crowd loves them also as heads off a SS/AA hemi are a weekly thing. So for now we all can just dream of what could have been.



Now somewhere I seen someone getting their stones busted about studs and no ring job. Why wouldn't that work,he never said what boost pressures he is running and if its not over boosted it will certainly hold better than stock bolts. Now I do know of one truck who pulled for many years after his rebuild,complete with twins,fire rings,. 020 marine gasket and stock head bolts. That same truck seen way more boost than 70 lbs and never had the head or head gasket fail. That truck also won 2 DHRA Championships and is still running for its current owner they way it was built some 5 years ago,long before head studs were even a thought. Don't believe me,ask Sled Puller it was his and the assembly work was done at EEP way back then... ... Andy

 

[Sled Puller]

1 DHRA Championship, several others.



O-rings and the marine gasket with stock bolts, retorques once a year, since 02 , it has seen 95 PSI, and is still pulling strong somewhere in VA. :-laf



As with any performance mod, they have to be done right. Mine evidently were. Hats off to Enterprise, one of the old timers in the performance Diesel market.

 

[fest3er]

Isn't peak cylinder pressure the main gasket-life determination factor, not boost pressure? If you advance your injection timing, you'll increase your peak cylinder pressure, because fuel is burning that much sooner. But if you also increase the injector pop-off pressure, you will retard the timing some, thus reducing the peak cylinder pressure. If you run nitrous, you'll greatly increase your cylinder pressures unless you retard your timing, because the fuel ignites a lot sooner.



This is the main reason common rail systems will outperform mechanical systems; injection timing can be controlled far better. It should be possible to tailor injection timings and durations to actually control peak cylinder pressures. It should also be possible to detect when nitrous is turned on, so that injection timing is retarded and fueling is increased just about when the nitrous starts going into the cylinders; you'll have decent power for spooling up, but won't over-pressure the cylinders when the nitrous comes on.

 

[Cooker]

Isn't peak cylinder pressure the main gasket-life determination factor, not boost pressure?

EGT's are right up there as a pretty important factor too.

 

[bluthndr]

#4 and counting

O-rings or Fire Rings. I perfer Fire Rings.



To each his own. Alot of guys have luck with O-rings.



JP

I blew head gasket #4 (this year) with fire rings just tonight. ARP studs, grooves cut in head surface by a top diesel shop. Torqued (and retorqued) 4 different procedures, 2 different torque wrenches finishing at 120 lb or 140 lb, surfaces less than . 001 from flat. 20* timing, 45 psi. I'm parking it for the winter. Will figure out what to to do with it in the spring. I give up for now!

 

[Cooker]

That sucks.



Some people seem to have better luck than other

 

[Brandon]

I have seen sucessful o rings and firerings, block and head or both, the bottom line is the skill level of the operator of the tool... . lol. .

I think the another important issue is the condition of the deckplate and the conditon of the org 1, we have a new one now but we used to have one we sent out for people to use, and after a dozen times of use by too many different people the deck plate was all jacked and the org 1 was prolly bounced around waaay too much... so skill level of operator and conditon of the tool is paramount



Brandon

 

[BigBadDodge]

I am certainly convinced the o-rings when done right work well, mine were done at PDR 4 years ago, single o-ring cut in the block not the head 12mm studs religously re-tourqued first two years I was at 70-75 psi last two around 85-90psi and not one problem. Joe just pulled the head off over in NY yesterday and still no signs of blown gasket, lost #2 piston though all other internals showed signs of normal wear.



BBD

 

[Jim Fulmer]

I am certainly convinced the o-rings when done right work well, mine were done at PDR 4 years ago, single o-ring cut in the block not the head 12mm studs religously re-tourqued first two years I was at 70-75 psi last two around 85-90psi and not one problem. Joe just pulled the head off over in NY yesterday and still no signs of blown gasket, lost #2 piston though all other internals showed signs of normal wear.



BBD

Mine too except mine is cut in the head but I've had zero issues with it.



Scott, did it burn a hole in #2? My pistons looked great too, even after being smacked with valves.



Jim

 

[BigBadDodge]

I haven't got pics yet but Joe said the piston was granaded and the block is toast, all other parts are reusable including the PDR Stage III head with all the titanium stuff, very good news for him. I will post pics in another thread when I get them.



BBD