🏎 Building a fast car? Get $400 OFF the all-inclusive VIP online course package deal: hpcdmy.co/offery191 ✊50% OFF your first online engine building course. Enrol now: hpcdmy.co/offery191 9 out of 10 members of the public recommend you seal your body away from the elements with a stylish HPA hoodie or t-shirt: shop.hpacademy.com/ Get one for the missus while you're at it, but in your size so you can borrow it on the weekends 😉 #tazlifetips 00:00 - Introduction 00:30 - Composite Gaskets 02:00 - MLS Gasket, Multi Layer Steel 03:00 - Cylinder Lift/Gasket Memory 04:12 - MLS Gasket Coating, Viton 05:07 - Reusing A MLS Gasket? 06:21 - Vulcan Cut Ring Intro 06:50 - Copper O’Ring Gasket 10:45 - Vulcan Cut Ring Revisited 12:43 - Composite vs MLS In Cut Ring Gasket
You know it’s a great interview when the interviewee’s eyes light up in surprise to the questions being asked. Machining tolerance and deck surface RA Is also a very important factor in selecting a suitable headgasket.
@@trevorvanbremen4718 Until someone pipes up with a more technically astute answer about the details, deck surface RA means the smoothness of the deck surface. RA is a measurement of surface roughness in millionths of an inch or something.. Lol
Just for you @Trevor I'll do a community post on deck clearance shortly which is not quite the same topic, but you still might enjoy it. Should pop up here: ru-vid.comcommunity Deck Surface RA (roughness average) is as @Hammerhaus mentioned (cheers mate!) and is important in relation to your head gasket as if it is too smooth the gasket might slip/move on the surface potentially causing leak/s, and if it's too rough it might not seal correctly to start with leading to the same or other issues - Taz 👨🏻
Really great interview with lots of good info. Love how Ryan complimented you on the questions and technical knowledge. Was fun seeing him get a little excited to answer and talk, and really shows that he has got a lot of passion for what he works with.
This is one of the best interviews I've seen... great questions and even better answers... well done.. television stations take note, these guys do it better than you do.
This is the first guy Andre has interviewed that I believe is on his same wave length, hahaha. Most people Andre is putting words in their mouth as he asks them questions because he knows more about their product than they do hahaha
Yes Ryan is on the ball and obviously very interested and passionate about what he does. Sometimes it appears Andre is doing that but really 98% of people he chats to know what they are talking about. Some just struggle explaining it on camera at a level that isn't quite how they would if they were talking to another engineer or a mate over a beer, so go easy of them 😉 - Taz.
This is genuinely one of the top 3 tech talk interviews you guys have done. The interview with the rep from diamond pistons about piston tech, and proline racing about block and head sealing have to round out the top 3. Really well spoken, informed and flowing interview, with him unpacking info really well without you having to draw it out of him.
This might be one of my favorite episodes on this channel. Very technical and easy to understand also the guy being interviewed is very passionate about what he's doing. Great interview as always 👍
It was great seeing Ryan visibly excited at the questions being asked, it's a testament to the quality of questions you guys ask. Great interview with great energy, I picked up some great info. This channel is a blessing to the car community.
Our pleasure! Thanks for the praise and glad you enjoyed it Roger. Couldn't do it without people like Ryan spending some time with us and being able to answer questions like that so well too - Taz.
I watched this day one... and watching it again in 2022. Sounds like a politician hahaha! 😐😐😐 Excellent speaker. Lols you cannot beat old gold technology. Takes effort especially measuring, cutting and carefully tapping in piano wire in your head.
This is a great video all the way around. You can tell that SCE representative is sharp as a tack and he’s passionate about the subject material at his job and then of course Andre’s extremely sharp, as well and he obviously from research/experience/on the spot problem solving, and had some good questions to ask and that sce rep was like ohhh yay, someone I can talk to. Lol. All the way around great video.
Team HP Academy, awesome video and just picking the knowledge off this dude! Interesting how there is so much information and technology being required for the various gasket applications and there is no one size fits all here. Curious if anyone would run receiver grooves and copper o-ring and just ditch the gasket all together. Will probably need the steady hands of a skilled watch maker for receiver grooves for the coolant passages. Outstanding video Team HP Academy👏!
Another informative interview, always something to learn - it seemed the gentleman also enjoyed getting some informed questions, rather than the pap he probably gets on a regular basis. Good acknowledgement of the 'spring' that affects sealing - most people don't realise the head bolts/studs are basically very strong tension springs pulling the head against the block and compressing the gasket. With enough cylinder pressure there can be enough force exerted against those fasteners to weaken the gasket clamping force to the point where combustion gasses can escape - why we use stronger bolts, they won't stretch as much, maintaining the clamping force.
Thanks to you, My new Mazworx engine and car are at the shop getting ready for the install. Darton MID sleeves for my VQ37VHR. Your Mazworx interview was also awesome.
Great videos!!! Here in Brazil, Vw used composite gasket in Ea827 Ethanol version with 12,3:1 CR for decades. Maybe the slow burn and knock suppression of E100 allowed this. But in 1997, when they launched the fuel injection and raised the gasoline version from 8,5:1 to 10,5:1 CR, they started to use MLS gasket.
High praise! Doesn't 100% cover everything as the interview would need to be much, much longer, however, great detail from Ryan on the topics himself and Andre do cover eh! Hope to catch Ryan or another of the SCE Gaskets team again in the future - Taz.
Thanks for the info. As the Wills ring company in the UK have had a management meltdown and more than doubled the unit price and the German company that says "they can make the same item", they can't!!! If these guys can make small batches (100 ish) at a realistic price, they will be world leaders
Cheers mate, I really enjoyed this one too. When the interviewee is passionate about what they're talking about like Ryan is it always shines through to make a really great interview 😎 - Taz.
@@hpa101 Exactly my thoughts! This is why I love those interwievs so much, people with passiaon talk about things they like. Oh and also BIG part that makes magic here is... interwievwer : ) Always knowing how to make conversation such bliss to listen with on point question and knowledge : )
I didn't have the money or requirements for a mls head gasket. Not available for my engine unless I got it made. My solution was a compasite gasket for the water and oil seal and had a 1.4 mm wire pinched into the fire ring
Cooper spray gasket on head gasket will damage the cylinder head .tested. I don't know about copper gasket... I think wire insert the block engine is the best solution .
I'm not sure what copper spray you've had issues with but we've used this on a variety of different engine combinations and it does not affect the head. It's a pita to clean up on disassembly but only requires some time and brake clean or isopropyl alcohol and a rag. As covered in this video, there really isn't a 'best' solution. It's very dependent on the application - Andre
What's the best way to seal my copper head gasket from coolant leak on a turbo modified 2003 Chrysler Town & Country 3.8L LXi? Not sure if I can run it without coolant.
Did Porsche use a steel o-ring head gasket for the Porsche 9R9 V4 Turbo Hybrid engine? The markings on the cylinder head seems to me similar to the Vulcan cut-ring head gasket.
Does SCE make a firelock gasket for the b58? So far for the b58 only firelock gasket on the market is by a market leacher Visconti Tuning for 2000 dollars.
we found a ""hack" with your standard MSL headgasket. if you for some reason cant get a new one just throw 2 layers of rattle can black paint on both sides. put it back on. it will work. not great but it will work. its best to replace it with a new one just so we are clear and it does make staring a bit harder but it does work in an emergency situation. it is a hack and only if you cant get a new headgasket.
I use it. The only time you really don’t wanna use it is when everything is machined and perfect with a MLS gasket. I’d recommend it for a composite gasket for OEM applications.
Maybe a newbie question but could a cut ring be considered a refinement of the fire rings on a composite head gasket? What about a composite gasket with thicker fire rings.
This is something that's normally combined with the likes of a copper gasket (which does a terrible job on its own of sealing oil and water). SCE have their own solution with some of their copper gasket range as it has a rubber seal around the coolant/oil passages. The head gasket 'glues' won't really help your cause if you're lifting the head though.
Hello Jeziel Perez, It's really up to you. If you plan to boost in excess of 16lbs, I strongly recommend their MLS. If you stay below 16lbs of boost, I recommend their Vulcan Cut-Ring. It would be very important to know your "final" compression ratio; with boost factored in. Such charts can be found on the internet. I researched & found SCE rates their Vulcan Cut-Ring Head Gasket with equal cylinder sealing strength as their coated MLS head gasket; up to 16lbs of boost. But their Vulcan Cut-Ring seems to have better head surface sealing for liquid-cooled heads. My Super-Charged, Big Block Chevy will never see 16lbs of boost. So, I chose Vulcan C.R. I have the cylinder seal strength I want & quality head sealing of their high-tech composite. Hopefully, this information is helpful to you. Respectfully, Ben
No. Professionally we have successfully used SCE SS rings, copper rings and solid copper gaskets on iron block + iron head, iron block + aluminum head and aluminum block + aluminum head for decades without galvanic corrosion issues. We rarely ever use a copper-bearing spray on head gaskets over the last 15+ years.
Could I use a copper gasket with 2 mls gaskets, 1 top and 1 bottom to help with cold oil and water sweat, and have good sealing. Or 1 copper gasket sandwiched between 2 mls gaskets. Pls help, trying to lower my compression without touching the bottom end.
There isn't a hard and fast rule, it depends on the engine and what you are doing with it as simply having a turbocharger fitted doesn't really mean a whole lot as a piece of information by itself. Get your details together and talk to your head gasket supplier and engine builder if you're using one etc would be my advice. They might have questions that make you realize you still have a lot of other things to work out and consider before you even get to this point. If you are learning to build your own engine via our course material this is discussed and it is something we can help you with via the members only forum too, however, I wouldn't sign up just for this question or if you don't plan to do some of the work yourself as that is where the value comes from with HPA - Taz. www.hpacademy.com/free-engine-building-lesson/? www.hpacademy.com/hpa-engine-building-starter-package/?
We don't have any CNG content sorry. You will have to do some data collection and failure analysis on the issue as there isn't one single issue that can cause a head gasket to fail - Taz.
Wait , im running an all aluminium clevland on the street with copper head gaskets with copper sealer & im not seeing coolant leaks . Am i just lucky ?
Could be one of a few things. 1.) You are not pushing/stressing your engine to the point it is an issue. 2.) Using products that give you a higher chance of failure give just that, a higher chance. There is no guarantee things will fall apart every single time at the exact same power level with the same issue, there is just the applicable probability of it happening, or not. 3.) Regarding point 2, yes, you may just have been lucky so far depending on other factors. You might never have an issue for the life of the engine, it might let go tomorrow. Basically it is not always just black and white, do this it fails, do this it works, but more what you do and don't do to give you the best chance of producing solid power from your chosen setup reliably - Taz.
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