– With the influence positions that the present cropof magnetism induction instruments are rendering, capacities necessary to obligate more superpower genuinely comesdown to being able to seal the combustion distres inside of the cylinder and this is where head gasket sealing and foreman gasket integrity comes in and I’m no stranger to problems with this with our own drag program from times back. So we’re here with Ryan from SCE Gasketsto find out a little bit about the different options that are available and where thepros and cons of these different options come in. So Ryan while we don’t see too many of themon the modern harvest of carry-on vehicles, back in the early days it was common to seemanufacturers using a composite style gasket. So relatively cheap I’m assuming to producebut some downsides when we start computing strength adders, turbochargers, superchargers, can you talk us through what the limits of a composite gasket are? – True, all true-life, the things that were niceabout a composite gasket is that it allowed us to seal oil and coolant quiteeasily.And those gasket construction style, that composite style was good for compression fractions of eight: 1, maybe up to1 0.5, 11:1 and then around 12:1 they begin to fail. Because there’s just no patronage to thecombustion shut there. – So basically nothing to stop that combustion pressure trying to push out through that composite gasket when thecombustion push gets high enough? – Precisely, when you begin to lift the head a little bit or empty the secure load on the gasket, then the web strength of thegasket wasn’t there to prevent it from merely propagandizing out.- Now you’ve just mentioned something whichI’m sure we’re going to touch on again but something that’s often ignored is it’s notjust that combustion influence we’re trying to close, including a product enginewe’ve got lubricant halls, we’ve got oil depletes croaking between the cylinder psyche and the block, we’ve also of course went liquid cases there so shutting that is key so you’ve mentionedthere the composite gasket is very good at that. Now the the next sort of gasket that most people in the street performance market will probably move up to and a good deal of the modern crop of act instruments come equipped with these from the manufacturer is a multi layer steel or MLS vogue gasket, can you talk us throughthe construction of one of these gaskets and where their advantages lie? – Well like the composite gasket, the multi coating sword by way of the embossments in the various sheets that make up the gasket, attempt to retain clamp load by basically spring pressing and that retains the coolantseal out in the outer the sector of the floor. Around the combustion chamber we have a much more aggressive embossment that fulfills the combustion seal.Then there’s a next stair, in such cases we callit the gas lid, the GS where an inner illustration is folded back upon itself to provide evenmore fix load in the combustion close domain so the MLS gasket provides that web strengththat the composite gasket did not have while providing a dependable coolant sealingby way of the various embossments and sealants out there and then a much more aggressive combustion seal by way of aggressive embossments and the additionalgas lid in the centre. So all without serious twisting of the uppercylinder wall which adds to ring sealing. Now you’ve various kinds of likewise touched on anothersubject there that I picture a good deal of parties might not consider is that even when we’vegot a head gasket that is sealing properly, under high-pitched combustion adversity we willtend to see the cylinder front tend to lift extremely marginally off the block.So you’re talking about that spring result there, so that’s allowing essentially that gasket to move and take over that crack orwhat would become a gap as the cylinder top elevations awfully very minutely off the block, is that reasonable to say? – That is true and in the industry we call thatmemory, the gasket remembers that it needs to stay sealed by way of that outpouring tensionthat’s now trapped within it by way of the embossment.- Now you mentioned the embossing aroundthe spray and petroleum shells, we also often examine a coating is available on these MLS gaskets on thesealing skin-deep, on the brain and the block so what is that coating and what does that do? – The coating is actually Viton, a terribly verythin layer of Viton. Now most MLS wording gaskets are coated, the entire gasket, this is an area of research currently in gasket engineering where we’re nowbeginning to move those coatings around where we can locate the coating where we needto essentially trip the fix load where we want it to go, if there is a particular problemarea in the cylinder chief where it’s disclosing coolant or where the floor might be weaker, we can begin to steer clamp load where we need it.So there’s a lot of research going on in thatarea, very interesting. – Now with the MLS gaskets, one question wequite often get asked is can we reuse an MLS gasket. Obviously with a composite gasket, formerly thehead’s removed, if the engine’s been flee and heat cycled, it’s mostly destroyed, you’ve got to scrape it off and supersede it but MLS gaskets will generally come off pretty well intact as they went on so what’s developments in the situation there? – That’s a definite maybe. What you’ll have to do is inspect the gasketwhen it’s drew off and if there is good sealant around the combustion seal area, it can be reused. If the sealant has been cleaned off of thatarea, which is fairly common, we would not recommend it because actually the clampload would be a little bit lighter in that area, simply because it’s physically thinner. – Alright so formerly we get to a pitch where theMLS style of gasket is no longer up to the task, where we’re starting to push into very high boost pressures, very high specific power productions, we quite often visualize, at least someof the highest powered instruments in the world, the likes of Top Alcohol and Top Fuel, will runa copper gasket with a o ring in a receiver trench, can you talk us through these new technologies and how that helps to seal combustion pressure? – Yes well actually there’s a gradation that’s nowbeen introduced in between, various kinds of a midriff stair for locomotives with extremely high boostthat are still liquid cooled, we have an innovation that we call the Vulcan cut ringstyle president gasket where we have actually a composite outer gasket with a solid stainlesscombustion seal.Provides a particularly awfully dependable shut for veryhigh lift, liquid cooled, OEM style locomotives. After that, as you referred to the cooper gasket, after that we get into the solid billet blocks with strange gas and extremelyhigh enhance distress either from a turbo or a centrifugal blower, that’s where we goto the end reactions which is the copper gasket with an o reverberating and a receiver groove. Which again, in that configuration, when we cater an o resounding and a receiver flute, we’ve given that device the ability to actuallylift or empty the fix laden exactly a insignificant chip and still retain a combustion seal by way ofthe o resounding and receiver groove.- So for those who aren’t aware of that o resounding and receiver groove technology, virtually we’ve got an o reverberating, most oftenseems to be located in the cylinder honcho and then a join receiver flute which sits in the block instantly under that o echoing so essentially the copper head gasket is quite soft, it’s annealed and then when the premier is clamped in place, that deforms the o reverberating down into the receiver trench so various kinds of will we say virtually creating a combustion lock? – Precisely, that is precisely the idea and you said something very important, that the o echoing should go into the cylinderhead because in every case where we’re use a copper gasket the cylinder premier isconstructed of alumnium. So if we were to cut the receiver grooveinto the aluminium it becomes dull essentially and the seal is less crisp. So we sit the o ring in the cylinder headand the receiver flute in the iron sleeve, that practice everything retains its sharpness, the seal is reusable, the psyche gasket’s reusable and as you saythe copper, while it is malleable, it’s not compressible so we actually forceit by way of the o ring into the combustion seal, the receiver groove sorry into the outer sides of the receiver groove and it makes a awfully square, in essence like an upside downtop hat shape that allows a terribly terribly robust combustion seal.- So on that basis, essentially the intelligence wouldhave to lift beyond the quality where the copper comes out of that receiver grooveat this site before we would have questions potentially with the honcho gasket divulging? – True and those typically simply happen in somekind of a fatal failure where the president gasket then becomes a fuse, the alternative would be that we transgress a pole or propel the crankshaft out of it. – Now on this basis, you might be thinkingor onlookers might be thinking well this sounds like the ideal solution so why isn’t everyonerunning a copper head gasket? But of course copper head gaskets comewith some downsides, can you tell us about those? – Sure yeah as I said the copper head gaskets truly now are suited for those machines that are billet style blocks, don’t have coolant because the copper is really not well suited for coolant andoil shutting, they tend to weep. When the block and premiers are cold, let’s imagine that we had the copper head gaskets on a street automobile, and that caris cold at room temperature sitting outside your garage or wherever, you may seecoolant dripping on the flooring because the cold closing is not good.The copper, unlike the MLS or the compositesor the other wordings has no memory to it. So when things are cold and kind of shrunkenup a bit, the cold shutting is not there. They’re perfectly suited for high-pitched combustionpressure, extreme combustion stress and in a Top Fuel device we develop in theorder of 15,000 psi. Whereas a street vehicle, even a high performancestreet car will be in the 1200 to 1800 pound scope. – It’s a different world for sure. OK so obviously not suited to our streetcar work because of the irrigate and petroleum sealing. So coming back here to your other alternative whichwas the stainless steel cut pealing. So can you talk us through how the cutring labor and how that seals combustion adversity? – Yeah that’s a very interesting hybrid stylegasket.We use completely different textiles like wereach back to the age-old composite for the gasket closing around the exterior inthe coolant and petroleum passageways because it’s so well suited for that. Basically it’s a pillow, simply contracts down, shuts that area, like I say inside the combustion chamber we’ve got these hugepressures while out in the coolant expanse, we’ve got 22, 24 pounds. Now in some cases we’ve got lubricant pressureup, petroleum pumps back still the relative pres is quite low. So then you switch to the other material that’ssealing the combustion cavity and that’s a solid sword ring. On top of that reverberating we’ve got very well prepared microridges that bite actually somewhat into the cylinder head and way an extremelydurable robust combustion seal.So we’ve got kind of the best of bothworlds. – So mostly like a little knife or a seriesof bayonets cutting up into the cylinder head. – Somewhat yes, reasonably. – Now clearly the next thing parties will bethinking is well that sounds like it’s going to be damaging my cylinder chief. So where does the situation lie with that, so if we want to perhaps pull the engine down and freshen it up, what’s the situationgoing to be like for the floor surface of the cylinder thought? – Great question. And a logical one. In our experience, in all of these applicationswhere we’ve drawn the cylinder head off to service it, it is truly, there’s no moredamage to the cylinder head than you would find with a composite gasket that has a solid cable combustion seal in it. In centre, it’s a resistance brinelling of abouttwo thousandths of an inch. So a two thousandths clean up pass as youwould normally have done, ready to run again. – And two thousandths of an inch is really not going to make any perceptible, have any perceptible aftermath on the cylinderhead.So interesting that you’re using the compositegasket around the outside there so where is the reasoning behind that versus exploiting maybean MLS gasket for the residue for sealing petroleum and liquid? – Another great question, I adore the technicalside of this. If we were to use a non compressible materialfor the combustion close and a non compressible fabric for the coolant seal, then we have a particularly very difficult balancing act to perform. In our event, what we can do is have a verycompressible outer gasket that then allows us substantial fix quantity on thecombustion shut which is where we want it. – So to enable you to get the secure loadonly on those doughnuts versus maybe having it offset if you’re using an MLS vogue gasketaround the outside , not coming the fasten consignment then on those peals? – Well truely there still is some remainingclamp load because we’ve constricted that composite body.But the majority of members has been junketed to the combustion seal where we want it. – Alright it sounds like an interesting technology, certainly something I’d be interested in playing with myself but thanksfor committing us some insight into the various options there and if people want to find out more about SCE Gaskets, where can they going to see? – They can visit us at scegaskets.com. – Perfect, thanks for your time. – Thank you. – If you liked that video make sure you return it a thumbs up and if you’re not already a reader, make sure you’re subscribed. 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