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slantzilla
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PostPosted: Wed Jan 30, 2013 9:22 am 
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Cameron Tilley has been well over 600 horse with his.

I have always wondered what will happen when one is making that much power and is put in a chassis that hooks up.

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Dart270
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PostPosted: Wed Jan 30, 2013 9:23 am 
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Will is going to find out this year...

Lou

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CNC-Dude
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PostPosted: Wed Jan 30, 2013 9:59 am 
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At 30 pounds of boost you need O-rings.
Yep! And with just 4 bolts per cylinder, your still likely to have issues if you only have the stock 7/16" head bolt sizes.

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CNC-Dude
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PostPosted: Wed Jan 30, 2013 10:06 am 
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Quote:
Hi guys;
There's yet another option that needs to be addressed, and I'll be looking at it, soon. That is, O-Ringing the cylinder head instead of the block.

That would entail removing the head while leaving the block in place.
The machine work (probably could be done on a vetical mill,) would doubtlesss be more expensive than O-Ringing the block, but the man-hours spent in our shop, getting it all to work would be considerably less.

I agree with Slantzilla; O-Rings probably would be the best idea on a 30-pound boosted engine.

We may never see that amount of pressure in our intake system, as we're working up to that figure in baby steps, 5 psi at a time, but that was our goal.

The whole idea behind this project was to take advantage of the super-strong block/head infrastructure of the slant six engine, in terms of utilizing that strength to create and use that elevated amount of cylinder pressure, that would pay dividends in output at the flywheel.

At some point, the slant six's Achilles Heel will rear its ugly head, and we'll find out just where the limit is, for this little engine. Somebody, maybe Will, or Aaron, may be the one to find it when it pushes the main bearing saddles out the bottom of the block, or the crank breaks in half, but I'm betting it will take somewhere North of 35 pounds of boost to do it. With the advance plate locked at 18 degrees, the right A/F ratio (11.5:1?) and sufficient octane (110+ maybe) it may be possible to achieve 600 reliable horsepower with this thing; I dunno.

Finding out is definitely going to be fun, though!

Thanks for all your helpful comments!!!

Bill, in Conway, Arkansas
There is still a better option, Isky used to rent or sell a tool that allowed you to O-ring the block by hand. You should look into that. I also hope you have pistons designed for use with forced induction and not dirt track racing, your head gasket issue may be the least of your problems if thats the case.

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billdedman
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PostPosted: Wed Jan 30, 2013 10:24 am 
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Thanks, Josh.

Tell me about the reciever grooves. Did that work well?

Who did the machine qiork on the head and how expensive was the head machining? I am considering getting just the O-Ring grooves cut into the head, so as not having to remove the block from the car.

Is that feasible?

Any information will be appreciated. :)

Bill
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CNC-Dude
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PostPosted: Wed Jan 30, 2013 10:59 am 
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Companies like BHJ make a registration plate the indexes onto the cylinder head and allows you to mirror a reciever groove onto the head which helps to further impact the head gaskets clamping effect for sealing. A reciever groove is different than an O-ring groove machined into the block in that it is a clearance fit, where the O-ring groove is an interference fit.

O-ringing the head can work just as it can for the block, but fastforwarding to the first time the head is removed and needs to be resurfaced, removing the O-ring wire is a challenge. And for a shop that doesn't know how to install it, they more than likely won't know how to remove it. :P

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Turbo Toad
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PostPosted: Wed Jan 30, 2013 5:49 pm 
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I have a buddy that's into no2 and he had the machine shop do a cross cut almost in x pattern over the surface of the head, deck of the block, and both sides of a copper head gasket, with the block oring. He swears by this method. I'm going to try his method On my long rod turbo motor

If any one needs the oring tool I have a guy that rents it out for a week at a time. Only downside is you have to put a $300 deposit down but it's refundable after the tool is sent back

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billdedman
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PostPosted: Wed Jan 30, 2013 10:35 pm 
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Aaron, I am confused (as usual.) What is this cross-cut supposed to accomplish, and how deep are the cuts.

You have to explain this stuff for me; I am a dense hillbilly....

Bill, in Conway, Arkansas
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Turbo Toad
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PostPosted: Thu Jan 31, 2013 1:36 am 
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I'm not sure on the depth of the cut and when I say cut I should probably say mill. You mill the head on a angle will say 45° and make a pass then the head is rotated the opposite way and a pass is made and it give the look of a bunch of X patterns on the head then the same thing is done to the block and head gasket.
A copper head gasket has a clean smooth surface and it was explained to me that the X pattern on all four surfaces, the underside of the head, both sides of the head gasket, and the deck of the block. He stated that by doing it this way it increases the locking force considerably.
Bill I hope this makes sense ill try and get some more info we use the same machine shop
Aaron

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Charrlie_S
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PostPosted: Thu Jan 31, 2013 5:06 am 
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I'm sorry to say Hussey Performance, is no more. They went bankrupt in 2012. The parent company Hussey Copper, is still in business, under new ownership, and they are not doing the head gaskets. I called them yesterday to confirm this info. I think SCE does copper gaskets for the slant six. There may be someone else, but haven't looked.

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billdedman
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PostPosted: Thu Jan 31, 2013 8:46 am 
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Thanks for your erfforts, Charrlie.

Do you have contact information for "SCE"? I am not familiar with that company.

Bill
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billdedman
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PostPosted: Thu Jan 31, 2013 8:50 am 
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Quote:
I'm sorry to say Hussey Performance, is no more. They went bankrupt in 2012. The parent company Hussey Copper, is still in business, under new ownership, and they are not doing the head gaskets. I called them yesterday to confirm this info. I think SCE does copper gaskets for the slant six. There may be someone else, but haven't looked.
Aaron,
Thanks for the explanation. You can send pictures to me at "Blldedman@Hotmail.com." and I can view them, there.

I appreciate the effort.

'Bill
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Charrlie_S
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PostPosted: Thu Jan 31, 2013 10:27 am 
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Quote:
Thanks for your erfforts, Charrlie.

Do you have contact information for "SCE"? I am not familiar with that company.

Bill
http://www.scegaskets.com/
They have slantsix copper gaskets available. It is a non stock item, and has about a 2 1/2 week lead time. Thickness and price and part number is as follows:
.040 ........$113.24.........91124
.050.........$127.38..........91125
.063.........$141.54..........91126
.072.........$169.89..........91127
.080.........$169.89..........91128
.093.........$184.07..........91129
You would have to call about bore size. Depending on bore there might be an additional charge.

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CNC-Dude
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PostPosted: Thu Jan 31, 2013 10:44 am 
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SCE is good, premium stuff, i've used them on many high HP Nitrous and Turbo engines.

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Charrlie_S
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PostPosted: Thu Jan 31, 2013 10:45 am 
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another source for copper head gaskets.
http://clarkcopperheadgaskets.com/cchg/ ... tent/?id=1
They are a bit more afordable then SCE. and can do any bore size at no additional charge. Also about a 2 week lead time.

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Charrlie_S
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