What about those graphite gaskets from Hemi Performance; anyone know if they require o-rings?

The Hemi Performance site says copper spray to seal them.

https://www.hemiperformance.com.au/shop ... ign=legacy

Just curious if anyone has experience with them.

Brian

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That is a typical composite gasket. No need to run orings unless you were planning on ultra high compression or moderately high turbo boost.

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That's what I figured, but I read another blog where somebody was using SS o-rings with some graphite gasket of some sort..

b

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I ran a high comp SBF for years with plain old Fel pro gaskets and a stainless O ring. I recently pulled the engine after over 20 years to freshen it up and fit to my friends ranchero,gaskets were perfect. But on a NA slant six with a thick deck id say forget about O rings,not necessary. I haven't dealt with HP for years,but they are probably the only higher profile supplier over here that I would possibly bother to call... But I still don't . As pro cycle mentioned,alot of their parts such as this gasket are likely just repackaged production parts. The ACL gaskets are as good as I've seen for a good all round gasket...MLS gaskets like Cometic seem to have over taken the O ring philosophy these days,plenty of guys running massive spray or boost on thin deck 4 bolt per bore engines without issue with them. No matter what gasket you run you obviously need flat correctly finished surfaces ,after you've blown all those gaskets I'd be more concerned about getting both faces refinished and just run a Fel pro or similar brand of its just a mild streeter.

I'm not blowing gaskets because of warped head or deck, it's a preignition heat issue. The metal rings on the Felpro get hot and peel away from the gasket.

See: http://s785.photobucket.com/user/67dart ... g.html?o=2

It's not the Felpro gasket at fault, I need to address the lean condition. That said, I had a large bore gasket in there and it lasted much longer under the lean condition. But it too eventually succumbed to my lean condition: http://s785.photobucket.com/user/67dart ... .html?o=22

So obviously there is a difference in gasket structure. I was just exploring gasket options that might hold up better while I address the real issue.

Brian

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If you're lean enough to be torching gaskets and you don't fix the lean problem you will just move to the next weak link, probably piston tops.

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The fact is you have blown several gaskets. The faces need refinishing after suffering all those failures, this is the result,not cause.
If it's really that lean to cause blown gaskets,and now it pumps oil out the breathers and has compressions varying over 20% do you reeeeally think just adjusting mixtures will fix it??
Pull the engine,check your valve timing,calculate compression ratio,inspect Pistons,replace rings,get distributor graphed and curve checked and get the head gasket faces resurfaced,then adjust the mixtures during tuning. The way this thing is now running 5 steps colder plugs and playing with AFR is like putting a band aid on a bullet wound.
Even if it's running 14's at wot,your not driving it like that,it's a cruiser,sure adjust the AFR , your mainly cruising,plenty of cars run lean on cruise and don't blow gaskets...you claim this thing has suffered extreme detonation, you really need to see what else has suffered.

Many people mistakenly think that heads and blocks are robust enough to endure this type of failure without any consequence to these parts. Anytime a cylinder head is removed from an engine even after just a few hot and cold cycles it will distort enough that it will need to be resurfaced again in most cases, even if it was just surfaced prior to installing it. Add to the equation the extreme heat from a lean condition resulting in blown gaskets, it is mandatory that the head and most possibly the block as well will need to be resurfaced again, or the same thing will continue to happen even if the lean condition is resolved.

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There's no such thing as too much cam....only not enough engine!

Dude, you need to seriously regroup, and determine what is
really happening here.
Preignition I've seen is unmistakeable, and you're not just driving around that way,trust me. Detonation is possible, but certainly
has more causes than a lean mix, so how are you sure it's lean? If so why
are you screwin' around w/head gaskets instead of rectifying that problem?
It's possible you're trying to do something w/the fuel you've chosen it just
simply won't do... just some thoughts.

Yes...the large bore gasket he mentions is the Aussie Gasket, and it's very stout (if you have to pull the head with this one, it is a bit "sticky" and when it 'destructs' you will have a lot of fun cleaning the remains up). It's excellent in all applications, never had a failure on high compression engines.

On my high compression builds the Victor Reinz head gasket is similar to the Aussie in nature, but not as "stout". (Fine with 11 and 12:1 static CR builds)

Felpro is fine for most applications, nut I have had it wither hard on anything over mid-10:1 compression static ratio on a trued deck and head...