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StevenSome thoughts.=C2=A0 Please advise if my assumptions are correct or n=
ot.=C2=A0
Looking at your photos I can offer the following: Anybody have a penny?
AssumptionsThe gasket erosion occurred between cylinders 3 and 4.The erosio=
n of the head material matches the gasket erosion shown in the block and ga=
sket.The head has had machine work done adjacent to the area of head erosio=
n (as shown in the photos)=C2=A0The installed block cylinder sleeves were s=
tock inner and outer diameter.=C2=A0=C2=A0
Thoughts:The block sleeving and combustion chamber machine work appears to =
have reduced=C2=A0the sealing area for the gasket crimp.in the area of the =
erosion.The erosion would appear to have started in number 4 cylinder.That =
area has one of the larger water galleries in the 100 block, even though it=
is somewhat squeezed between cylinders 3 and 4.=C2=A0The Payden style gask=
ets have sometimes failed in non-stock engine builds. That said we run 10.2=
5 to one compression in our 100.=C2=A0
Since you were able to get reasonable drivability=C2=A0for the first 1500 m=
iles and then added another 1500 miles without reported backfiring through =
exhaust or intake, It would seem=C2=A0things held together reasonably=C2=A0=
well until the gasket failed and the head was eroded by the high speed exha=
ust gases.=C2=A0 Mr Lawrence mentioned bad gaskets producing an overlap of =
the gasket into the bore.=C2=A0In this case it may not have been the gasket=
at fault but previous machining on the head and or the size of the sleeves=
that reduced the gasket crimp..Perry
-----Original Message-----
From: Steven Kingsbury via Healeys <healeys@autox.team.net>
Subject: [Healeys] Head Gasket Woes Part Three
Let me start with a little history with this email. My engine has just a sh=
ade under 3,000 miles on it since rebuild. The head was checked for cracks,=
none found and was ever so slightly shaved to make sure it was completely =
flat. The machine shop I use builds race engines and they do really good, r=
eliable work.
Then the block was gone through, new sleeves inserted and bored so to fit m=
y new pistons. Again the top of the block was checked and double checked to=
make sure it was flat and mated to the head.
When I fired this engine up for the first time after rebuild, she lept to l=
ife! No turning it over and over and over. She fired right up. I was quite =
pleased.=20
I ran the engine for about twenty minutes at 2,000 RPM, never got above 180=
degrees and then took her out on the road. I took care not to over rev, an=
d drove up a long hill in third gear at low RPM to help set the rings.=C2=
=A0
I did have some problems with the distributor, but that was fixed and at fi=
fty miles I checked the head again for torque. I drove the car more and ret=
orqued the head again at 150 miles, all was fine.
I checked again at 500 miles and again at 1500 miles. All was fine.=C2=A0
Anyway, this history is to let you know I think I did everything I could an=
d did everything overly cautious to break this engine in correctly. And thi=
s engine was running great! My car was a joy to drive and loved cruising do=
wn the freeway at 80 mph! Seventy was a sweet spot and was a joy to drive.=
=20
I'm now thinking of going with the aluminum head thanks to the combined wis=
dom of this list. Aluminum head with the steel gasket. I've heard nothing b=
ut good news about them and I don't want to have that worry/doubt while dri=
ving down the road. I am also going to continue down the path of fixing thi=
s head as I think it's worth it in the long run.=C2=A0
I want to thank all of those sending in suggestions and tips and cautionary=
tales and things to look for and all of the views have led me to believe, =
bite the bullet and spend the money.
Thank you all and I will report back!
Steven Kingsbury
BN1=C2=A0
_______________________________________________
m
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<div style="color:black;font: 10pt Arial, Helvetica, sans-serif;">
<div style="font-family:arial,helvetica;font-size:10pt;color:black">
<div id="yiv1593726861">
<div>
<div style="color:black;font:10pt Arial, Helvetica, sans-serif;">
<div style="">
<div id="yiv1593726861" style="">
<div style="">
<div style="font-stretch:normal;line-height:normal;"><span
style="font-size:10pt;">Steven
</span>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">Some
thoughts. Please advise if my assumptions are correct or not. </div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;"><br
clear="none">
</div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">Looking at
your photos I can offer the following: Anybody have a penny?</div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;"><br>
</div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">Assumptions</div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">The gasket
erosion occurred between cylinders 3 and 4.</div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">The erosion of
the head material matches the gasket erosion shown in the block and
gasket.</div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">The head has
had machine work done adjacent to the area of head erosion (as shown in the
photos) </div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">The installed
block cylinder sleeves were stock inner and outer diameter. </div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;"><br
clear="none">
</div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">Thoughts:</div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;">The block
sleeving and combustion chamber machine work appears to have reduced<span
style="font-size:13.3333px;background-color:transparent;"> the sealing
area for the gasket crimp.in the area of the erosion.</span></div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;"><span
style="font-size:13.3333px;background-color:transparent;">The erosion would
appear to have started in number 4 cylinder.</span></div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;"><span
style="font-size:13.3333px;background-color:transparent;">That area has one of
the larger water galleries in the 100 block, even though it is somewhat
squeezed between cylinders 3 and 4. </span></div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;"><span
style="font-size:13.3333px;background-color:transparent;">The Payden style
gaskets have sometimes failed in non-stock engine builds. That said we run
10.25 to one compression in our 100. </span></div>
<div style=""><span style="background-color:transparent;"><span
style="font-size:13.3333px;"><br clear="none">
</span></span></div>
<div style=""><span style="background-color:transparent;"><span
style="font-size:13.3333px;">Since you were able to get reasonable
drivability for the first 1500 miles and then added another 1500 miles
without reported backfiring through exhaust or intake, It would
seem </span></span></div>
<div style=""><span style="background-color:transparent;"><span
style="font-size:13.3333px;">things held together reasonably well until
the gasket failed and the head was eroded by the high speed exhaust
gases. Mr Lawrence mentioned bad gaskets producing an overlap of the
gasket into the bore. </span></span></div>
<div style=""><span style="background-color:transparent;"><span
style="font-size:13.3333px;">In this case it may not have been the gasket at
fault but previous machining on the head and or the size of the sleeves that
reduced the gasket crimp..</span></span></div>
<div style=""><span style="background-color:transparent;"><span
style="font-size:13.3333px;">Perry</span></span></div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;"><span
style="font-size:13.3333px;background-color:transparent;"><br clear="none">
</span></div>
<div style="color:black;font-family:Arial, Helvetica,
sans-serif;font-size:10pt;font-style:normal;font-weight:normal;"><br
clear="none">
<br clear="none">
<div style="font-family:arial, helvetica;font-size:10pt;color:black;"><font
size="2">-----Original Message-----<br clear="none">
From: Steven Kingsbury via Healeys <healeys@autox.team.net><br
clear="none">Subject: [Healeys] Head Gasket Woes Part Three<br clear="none">
<br clear="none">
</font>
<div id="yiv1593726861yqt72536" class="yiv1593726861yqt2114312721">
<div id="yiv1593726861yqt21330" class="yiv1593726861yqt3246714327">
<div id="yiv1593726861">
<div>
<div>Let me start with a little history with this email. My engine has just a
shade under 3,000 miles on it since rebuild. The head was checked for cracks,
none found and was ever so slightly shaved to make sure it was completely flat.
The machine shop I use builds race engines and they do really good, reliable
work.<br clear="none">
</div>
<div>Then the block was gone through, new sleeves inserted and bored so to fit
my new pistons. Again the top of the block was checked and double checked to
make sure it was flat and mated to the head.<br clear="none">
</div>
<div>When I fired this engine up for the first time after rebuild, she lept to
life! No turning it over and over and over. She fired right up. I was quite
pleased. <br clear="none">
</div>
<div>I ran the engine for about twenty minutes at 2,000 RPM, never got above
180 degrees and then took her out on the road. I took care not to over rev, and
drove up a long hill in third gear at low RPM to help set the rings. <br
clear="none">
</div>
<div>I did have some problems with the distributor, but that was fixed and at
fifty miles I checked the head again for torque. I drove the car more and
retorqued the head again at 150 miles, all was fine.<br clear="none">
</div>
<div>I checked again at 500 miles and again at 1500 miles. All was
fine. <br clear="none">
</div>
<div>Anyway, this history is to let you know I think I did everything I could
and did everything overly cautious to break this engine in correctly. And this
engine was running great! My car was a joy to drive and loved cruising down the
freeway at 80 mph! Seventy was a sweet spot and was a joy to drive. <br
clear="none">
</div>
<div>I'm now thinking of going with the aluminum head thanks to the combined
wisdom of this list. Aluminum head with the steel gasket. I've heard nothing
but good news about them and I don't want to have that worry/doubt while
driving down the road. I am also going to continue down the path of fixing this
head as I think it's worth it in the long run. <br clear="none">
</div>
<div>I want to thank all of those sending in suggestions and tips and
cautionary tales and things to look for and all of the views have led me to
believe, bite the bullet and spend the money.<br clear="none">
</div>
<div>Thank you all and I will report back!<br clear="none">
</div>
<div>Steven Kingsbury<br clear="none">
</div>
<div>BN1 <br clear="none">
</div>
</div>
</div>
</div>
</div>
_______________________________________________<br clear="none"><a
rel="nofollow noopener noreferrer" shape="rect" target="_blank"
href="http://autox.team.net/mailman/options/healeys/healeyguy@aol.com";>m</a><br
clear="none">
<br clear="none">
</div>
</div>
</div>
</div>
</div>
</div>
</div>
</div>
</div>
</div>
</div>
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