A problem I know something about - the problems I had with a Perkins diesel
engine where the locating lugs for the head gasket were missing............
Anyway just to let everyone know I am here (in New Zealand now), I know very
little about racing TR engines, and I never tried to get involved with
highly tuned Spitfire and GT6s, but I do know a lot about all aspects of
Spitfire and GT6 transmissions and diffs and have probably seen most things
broken so if anybody needs help with the things like the two different close
ratio gearsets for Spitfires or how to make the best 4.55 diff just ask.
John Kipping
----- Original Message -----
From: Kas Kastner <kaskas@earthlink.net>
To: Greg Solow <gregmogdoc@surfnetusa.com>; Brad Eells
<bradlnss@lightspeed.net>; MARY HODGSON & <STLNYC@email.msn.com>;
<fot@autox.team.net>
Sent: Monday, February 18, 2002 12:43 PM
Subject: Re: Cylinder head thickness and the PHA
> Pinning the combustion chamber was one of the best things I ever did for
the
> Tr engine. I came up with that after a close inspection as has been
> described by others here and figured it out on the airplane ride home form
> Portland ( and another blown head gasket) . Fixed the deal and it's so
> simple. You do have to be careful if you skim or mill the head again
after
> installing the pins cause the hardened pins will eat up a mill end in a
> hurry. Surface grinding works fine though. Oh yeah, I did work out the
deal
> for Carl Swanson and several other people also. Can the mid 60's be that
> long ago??? Wow I must be older than dirt.
> ----- Original Message -----
> From: "Greg Solow" <gregmogdoc@surfnetusa.com>
> To: "Brad Eells" <bradlnss@lightspeed.net>; "MARY HODGSON &"
> <STLNYC@email.msn.com>; <fot@autox.team.net>
> Sent: Sunday, February 17, 2002 10:56 AM
> Subject: Re: Cylinder head thickness and the PHA
>
>
> > What Jack Drews posted looks about right. I would post a photo but don't
> > have a digital camera yet. The pins I have used are 10/24 machine screws
> and
> > the end of the screws sit against the outside bottom wall of the exhaust
> > port. The first head I saw reinforced this was was off of Carl Swanson's
> > Morgan. I bought the head from him in 1966. I think that the pining was
> > actually done by Kas, or at least in the Comp dept shop. The weakest are
> is
> > that next to the triangular water hole at the rear of the head. I t is
> > possible to look into the water jacket and see that the casting tapers
> > gradually thicker as it goes farthur from the actual water paasage hole,
> but
> > is still quite thin and bridges a wide area with no internal support as
> you
> > follow the line of contact with the cylinder liner. The pressure of the
> > cylinder liner, .003" to .006" proud of the block, and the heat and
> > vibration stress while the engine is running tend to cause the head
> surface
> > in this area to warp up and away from the liner if this area gets to
thin.
> > The pins spread the load to the exhaust port bottom floor and prevent
this
> > "collapse."
> > There are normall 3 pins in this area, about 3/8 " apart. These are
> > dupicated in each of the cyinders. Then the is 1 pin in the "mirror
image"
> > location of liner contact, still on the manifold side of the head. The
> head
> > is plenty strong on the spark plug side. The only problem over there is
> the
> > "creep " of the spark plug cooling water passageway toward the
combustion
> > tchamber and head gasket sealing area as the head is milled more and
more.
> >
> Regards,
> >
> > Greg Solow
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