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I thought I threw them out but found them and was just measuring while the oil drained.....and they do confirm it. They are about 0.055 throughout, but the ends are as low as 0.053. What is confusing me is the fire rings are all about .057....I think that just means they never enter a yield state and recovered....or it means the liners are dropping below the deck height but I don't like that answer so I choose recovered

Great thinking!





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What's Young's Modulus for that epoxy paint on the liners?

Fortunately, the way to fix that would be to deck the block 0.002.

The facts say I should reject that conclusion, at least based on what I currently know. The gasket varies from 055 in most places to as low as 053 on the ends...yes the the flame rings do not vary, 057 everywhere. The only possible conclusion is they are not now the way they were in the assembled state or the ends would have to be thinner. Right now what I know is that the there was a good reason ferrari added metal reinforcement to the ends of their gaskets and I need a solution that gets me a similar result. I keep reading that the original OEM ferrari gaskets are NLA and the replacements have been very problematic...again suggestion my generic composite gaskets were probably never going to well out right. So that is 1 problem identified.

I do have some concern about the liner height creating a 2nd problem so I will see if I can find a different way to measure it to see if I get a different answer than they are proud not recessed by 0.0015 I got last time. But they could be proud now and the deck is deforming, but that seem unlikely given that the ends are the best supported, the gasket is thinnest there other than the flame ring. If this is real then I guess the options are decking the block as you say, shimming the liner, or oringing the liner would also probably effective.


The epoxy is on the sides or the spigots, not part of the compression forces.

The copper at the fire rings should compress MORE than the copper at the perimeter. The idea that it would compress more and recover, while the material that was compressed less did not recover is illogical.

If the fire rings are thicker than the perimeter, then the liners are recessed rather than proud. That sounds like it could cause your problems.

How thick were the gaskets before compression?

just following you over from the old forum, been a fan since the Fchat days.
12 cylinders rule......

That's not how they are made. The flame ring is thin soft steel, maybe 7-8 thou crimped on over the gasket material. That means the gasket ends up crushed an extra say 15 thou there. The material is .058 to start, or so says the description.

The fold means benting not crushing so it should recover some, and that appears to be what it did...but I'll recheck everything once its apart.

Welcome. I felt a little bad lying about this being finished...but not that bad.


This was not my most productive day.....it should be out tomorrow though.

what does a sealed cylinder crush ring measure ?

Sealed or leaking, they all measure 0.057" all around. I think that means that is where the gasket+flame ring become a spring and will compress/recover , which kind of makes senses, at least in my mind.

sure seems to be the case .Tends to support your theory of the head ends cupping .
Good luck getting the heads off -that aviation cement is a bitch .