[Healeys] Head Gasket

[WILLIAM B LAWRENCE]

Blocking some passages may have been done to balance the cooling between hotter and cooler areas in the block. A 4 psi cap was probably considered sufficient at the time because the engine was intended to run at a lower temperature. Increasing the system pressure raises the coolant boiling point, but also increases stress on hoses, gaskets and seals. I think the thermostats used were in the 160 degree F range. Under the conditions that were anticipated they probably tried to minimize those stresses for warranty reasons. More recent experience says that engines run more efficiently at higher temperatures. Most modern engines run at around 210 degrees F. My 100 runs best with a coolant temperature of about 180 degrees F. I haven’t experienced any problems in that temperature range although if it gets anywhere above 190 degrees F it will vapor lock.
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From: Healeys <healeys-bounces at autox.team.net> on behalf of Michael Salter via Healeys <healeys at autox.team.net>
Sent: Wednesday, February 23, 2022 8:22 PM
To: Hank Leach <gradea1 at charter.net>
Cc: healeys at autox.team.net <healeys at autox.team.net>; Steven Kingsbury <airtightproductions at me.com>
Subject: Re: [Healeys] Head Gasket

For what it's worth, I always have the block skimmed on 100 engine rebuilds.
To date most if not all seem to have a low area between 2 & 3.
Touch wood, I've yet to encounter head gasket problems or even the very common "seepage" issues in the area of the engine number tag.
Fingers and toes crossed.

M

On Wed., Feb. 23, 2022, 3:02 p.m. Henry G Leach via Healeys, <healeys at autox.team.net<mailto:healeys at autox.team.net>> wrote:
Has anyone ever stuck a magnet to a Payen copper gasket? I did-its a steel gasket with a copper coating. There is a real engineering issue with the 2660cc block and I am not sure why it is configured as it is. There may have been a study done on the engine's water flow way back then and some modifications made for cooling. It does not add up or make sense, however.

So, look at this head and the gasket and then the block. Why are the water passages reduced on the jackets shown?  Then too, why is there no passage in one area marked that is actually open for water on the head and gasket? This is one "hot spot" found between 2-3 cylinders when read with a heat gun.

I was tempted to drill out the opening in the block before re-assembling my head, but thought better of it. I would never question engineering technology of BMC. Modern day replacements have that same area blocked. Never-the-less, can anyone explain this concept to me; the reason for this and a 4lb. radiator cap. This engine needs water, lots of it to keep it cool. Why restrict it?  Then too, aluminum has its own set of issues that may/may not improve the cooling capacity of some old, thick cast iron block. Maybe throwing money at it has an effect.  Hank

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From: gradea1 at charter.net<mailto:gradea1 at charter.net>
To: "Steven Kingsbury"
Cc: "Healey Mail List"
Sent: Tuesday February 22 2022 12:23:07PM
Subject: RE: [Healeys] Head Gasket Woes Part Two

Steven-that's a real heavy piston at .060 (compression ratio 9:1?) Was there any defect in head prior to assembly? Magnafluxed? There is an outfit Midwest Cylinder Head that can repair that for about $500, or else is on to Denis Welch for about $4K.

I just had my head off and checked-they shaved .003 to get it flat. Fingers crossed-head gasket was not blown, but water in oil. I'm hoping it was water intrusion from rocker studs. Hank


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From: "Steven Kingsbury via Healeys"
To: "Healey Mail List"
Cc:
Sent: Tuesday February 22 2022 11:28:21AM
Subject: [Healeys] Head Gasket Woes Part Two

Luckily the pistons weren't frozen, nor the rings in the pistons, but when I turned the head over to inspect, I got the really bad news.

[INBOX530788498d9fa86f504913dab139d4d9ef6]

Oh well. I guess some JB Weld might hold!?  Ha! Damn it Jim.
S
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