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Just one more point -copper does not compress it stretches -

Most active goes to dcd215

Yes this must happen and is why gaskets need to have crush to seal as the part absolutely will deflect when load is applied...the only question is how much. This is a problem with rigid gaskets like copper and a big part of why oringing is done with them...the oring concentrated enough force to cause crush, which left the gasket match the deformed shape of the head and block.

I'm going to try the composite again because it should have the most "spring" in it and try to get the ends supported....and try water which leaks less easily.

I think the WBO2 sensor are dead, I have black plugs and logs telling me it was at 1.1, 1.2 lambda while all 4 NBO2 sensors said pig rich, more spending to get approved.......

I was thinking the cylinder flange was narrow enough that it would crush the copper .

probably not. The oring wire I see is .041 or .062 and round but the liners at the thinnest area are .160 (.325 elsewhere) and square so WAY low psi and little change it will yield. I've been told even with the oring wire things change after heat cycles enough to cause water leaks, but have also been told that means they were set up wrong so its certainly not a slam dunk.

well it seemed like a good idea .I guess the basic question is will the composite gaskets compress enough-based on the old gaskets it was 054 at the stud subtract the cylinder liner stickout of 0015 and the fire ring (don't know thickness ) and needs to be around 052 at cylinder liner .Would be nice if the gasket maker had some guidance .

I hadn't realized you had custom composite gaskets... didn't realize such things could even be made.



A gent I know, also with a Northstar Fiero, had multiple problems with Evans coolant, mostly involving leaks, as I recall. A puddle of Evans coolant is a surprisingly expensive problem. I don't remember if he was able to get it to work or if he switched back to water-based coolant. He did upgrade to a higher class of junk by buying a Pantera.

Yup, just need a drawing. There is a limit on what flame rings they have, 86mm was a size so that is why I chose it.

Engine is on the bench and getting torn down. Had so yard work to do and I really can't put off taxes any longer heads off next weekend most likely. New head gaskets will be made about april 22 they said so I just need to have it torn apart and cleaned up by then.

I got 1 head off yesterday and sure enough #6 is spotless inside


1&3 were black so they were much improved...but I was too slow with the camera. They were a little glossy so I wiped them and they wiped clean pretty easily so a slow leak I guess


A couple other things caught my eye like were the heck is the sealant? I see traces were the gasket wasn't touching anything and maybe a tint of color but this head sure wasn't glued on.

The other thing is other than #5 there were small cleanish patches on all the pistons and looking in the intake ports there is a corresponding bit of gloss on a portion of the intake valve above. None are wet/glossy across the bottom like coolant pooling in the port other than maybe #6 the valves are soaked everywhere......but there is nothing similar on the port itself and last assemble the valves in 1 & 3 looked just like 6, soaked. This is telling me they are getting wet from coolant spraying on them when they are opened.

.....which brings me back to where the hell did the sealant go? Maybe I should have let is sit at very low torque or try a different sealant.

not looking for poster of the year award but sometimes random ideas help .Does the head gasket show any obvious tracking ?Not sure where aviation cement went -could have squished out on torquing -steam cleaned by liner leak -compatibility with evans or fuel .Appears the fundamental problem is several cylinders not getting 360 degree seal -are all liners in the same plane and paralled to cylinder block ?
Maybe a poster board gasket and test fit head would offer some clues ?