Double O-rings

Timing? Sorry, I'm probably not helping answer your thread question. Just seems like orings and good clamp usually hold pretty dang good. But I guess Will was also having problems with orings holding on the junker too. I don't remember if he figured out something else or not


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Timing was 26.

Last I read, Will was getting tired of blowing head gaskets and his engine is out, maybe getting fire-ringed.

O-rings do work well, my last engine was over 800hp and made lots of passes with no problems at all. Just stepped this build up a few notches, and it seems to be a little too much.
 
Yeah. I'd do 625's whatever you do but that's just me. I hated blowing the money but it was worth it. I had h11 studs before and the 625s just torque down solid as hell compared to them. Like I said before, I'll be giving it the test in a few weeks, timing will around 30 and pump maxed, hoping for over 900. I'm actually a bit worried now lol


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Are you sure you can't cut fire rings still? Might get lucky and have it land where the oring is/ was?

I am hoping my 625s and Firerings head and block with handle 1000 with stock 286210 compression
 
I simply pulled the engine down and had the block machined flat... it only took .010" to get it flat.... it was pretty bad.

Also, my oring protrusion was a little too low so with the fresh cut block, I was able get protrusion back in the .015" range to see if that will help. I had to cut quite a bit off the pistons to get cam clearance so I can run a stock head gasket again. I'm a week or two from being finished so we'll see how long it holds up.

The last gasket held 5 pulls on the dyno before spitting out oil and coolant. The gasket before last held about 40 dyno pulls, then 4 or 5 passes down the track, then let go on the dyno at a dyno event held after the drag racing.

If mine blows this time, I'm going to firerings and going to do a whole new engine at that point, I'm ready for a reliable engine setup so I can focus on new turbo(s), suspension tuning, and just racing...
 
12vCumminsFTW said:
Yeah. I'd do 625's whatever you do but that's just me. I hated blowing the money but it was worth it. I had h11 studs before and the 625s just torque down solid as hell compared to them. Like I said before, I'll be giving it the test in a few weeks, timing will around 30 and pump maxed, hoping for over 900. I'm actually a bit worried now lol
Click to expand...

After getting things cleaned up last night and seeing how bad I actually blew the gasket (cylinders 1,2,3 and 5), I do plan on going with the 625s. Part of what really bugs me, is I thought I had a pretty soft tune on it with only 26 degrees and the plate most the way back.

97rada said:
Are you sure you can't cut fire rings still? Might get lucky and have it land where the oring is/ was?

I am hoping my 625s and Firerings head and block with handle 1000 with stock 286210 compression
Click to expand...

Already checked, standard size firerings won't work, the O-ring groove is pretty deep too. With 625s and firerings you're probably good to go.

jasonc said:
Is your compression higher on this motor than before.
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Yes, quite a bit.

Big Blue24 said:
I simply pulled the engine down and had the block machined flat... it only took .010" to get it flat.... it was pretty bad.

Also, my oring protrusion was a little too low so with the fresh cut block, I was able get protrusion back in the .015" range to see if that will help. I had to cut quite a bit off the pistons to get cam clearance so I can run a stock head gasket again. I'm a week or two from being finished so we'll see how long it holds up.

The last gasket held 5 pulls on the dyno before spitting out oil and coolant. The gasket before last held about 40 dyno pulls, then 4 or 5 passes down the track, then let go on the dyno at a dyno event held after the drag racing.

If mine blows this time, I'm going to firerings and going to do a whole new engine at that point, I'm ready for a reliable engine setup so I can focus on new turbo(s), suspension tuning, and just racing...
Click to expand...

I am glad that I held off going to the dyno and went to the track first. That would have really sucked blowing it on a dyno without even making a pass. At least I can look back on a fairly decent pass, especially considering the blown gasket.
 
I have had good luck with Orings. Protrusion and ring placement is key. Fire rings are a step up but I don't recommend them for a daily driver.
 
Drothgeb said:
After getting things cleaned up last night and seeing how bad I actually blew the gasket (cylinders 1,2,3 and 5), I do plan on going with the 625s. Part of what really bugs me, is I thought I had a pretty soft tune on it with only 26 degrees and the plate most the way back.
Click to expand...



You must be running a 13mm now?


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what did you do to raise compression so much on this engine?
 
12vCumminsFTW said:
You must be running a 13mm now?

Sent from phone
Click to expand...

Yeah, I had a mild 13mm built from an old parts pump I had laying around. Fueling seems to start where the old 12mm left off.

97rada said:
what did you do to raise compression so much on this engine?
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The 210 pistons already have pretty high compression to start with. Go .020" oversize, it get's a little higher. Deck it and it get's a little higher still. I also ceramic coated the combustion chamber, valves and pistons (a couple of extra coats in the bowls), that took up another cc or so. I cc'd everything while putting it together and came up with 18.1:1. My PTV is pretty tight though. Glad to see there had been any contact when I pulled the head.
 
Yea I am standard with .0085 piston to walk and .020 over gasket. So should be a bit lower. If needed I will take some off the piston this winter
 
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