SPArKy_Dave

Yeah, I have a NOS sample, and they said they could do them, if I bought it to em.

I like the sound of the weezer in this vid. It proves that the can sound truely awesome. Go to 4.30min mark. That deep thump/rumble, is almost identical to what my stock 3.5ltr Rangie has, with it's single system Lukey Turbo chambered muffler. They get a real rasp/reverse flow sound, around 4k.

Yeah, they're all the same, except for XH ones not being protected from corrosion very well.

Yes, it's the top of the removable window channel. Up to XF/XG's, they were made of a galvanised steel, and lasted well but XH's changed to a cheapo zinc plating, and plus the high density mirror foam block, acts as a sponge, which keeps the area wet. XD-XG's used an open cell foam block, which maybe also didn't retain the moisture as much. Remove the window channel, and clean up the rust, via submerging the end of the channel in a chemical de-rusting solution, or sand blasting, or grinding. Then I'd paint the area, with multiple coats of Cold Galvanising spray paint. Make sure you get ALL the rust off it first though.

Copied this info over from the other website, due to archival importance. GASKET SOLUTIONS - QLD G'day Everyone, I own a business that manufactures custom made gaskets which basically means if you can't get it I can make it for you! Of the custom gaskets that I make and stock I have multi layer steel head gaskets to suit the Ford 250 xflow engine (alloy head), along with MLS head gaskets for the Holden 202 Red and Blue/Black engines (hope I didn't upset anybody mentioning GM vehicles). The MLS head gaskets very strong and have excellent heat resistance as they are manufacture from stainless steel and are particularly suited to turboed engines where combustions pressures and temperatures are higher. If anybody is interested or wants to know more about the products and services we provide, you can go to our website www.gasketsolutions.com.au or email to info@gasketsolutions.com.au. Gasket Solutions Flyer.pdf 775.98K 10 downloads[] Cheers John

Question from Clint - What thickness would these be? Im guessing they would squash like 3% when torqued down. Also a cost delivered would be ace cheers. John's answer - The thickness I have in stock is 1.0mm but I can supply other thicknesses upon request. An MLS is made from stainless steel where the two outer layers are embossed aroung the combustion areas plus oil and water ways, and these are the only areas that would squash when torqued down. For example, the 1.0mm thick MLS I have while they measure approx. 1.5 to 1.6mm across the embossed areas the combined thickness of the steel layers are 1.0mm and this will be the compressed thickness. Cost delivered is $385.00 each. Cheers John

John's answer - Hi Dave, You are correct about the Permaseal MLS, I did a bit of checking on these gaskets and the parts supplier I'm a distributor for says that they have not had any adverse comments on this product. The Monotorque or Race series head should provide good service providing the non-turboed application is not working too hard. If you are looking for something stronger we do a modified composite gasket where we insert extra reinforcing inside the fire rings. The construction is a Kevlar reinforced facing mechanicaly bonded to a perforated steel core fitted with stainless steel fire rings with internal reinforcing. For the turboed XG my first choice would be an MLS. They are strong, good heat resistance and work well under shear particularly where there are two disimilar metals (i.e. alloy head/cast block), you would however require a very tight finish for both the head and block (less than 0.5 micro-metres RA). No sealant is required and only one torque. The next choice would be a copper head gasket, but you will need to 'o' ring and it can be difficult to seal oil and waterways. Sealant will be required and re-torqueing will be necessary The next option would be the construction described above we have had good success with these in turbo applications. No sealant is required and only one torque. Hope this helps. Cheers John

My Question - Hi John, I'm guessing that would be the Permaseal OHC MLS gasket. I haven't heard much about their reliability, and am hoping to find something which will last many years, in a non- turboed application. I also have another vehicle - an XG panelvan (OHC six) which I would like to turbocharge. What head gasket do you recommend for that application? I always prefer a bit of overkill, which then in theory, will be understressed in service.

Johns Response - Hi Dave, There is an aftermarket MLS that suits those engines and it is only available in one thickness (1.3mm), I can't say that it is better than the one Ford supplies as I'm not familiar with the construction or aware of the problems related to the Ford product. I know the BA Ford MLS is a single layer embossed steel shim so it really isn't an MLS. The ACL race series head gasket is not an MLS composition, it's a composite construction. Let me know if you have any other questions, I'm only too happy to help if I can. Cheers John

My question to John - Hi John, do you have an MLS gasket to suit the Ford OHC 6 cyl engine? Better than the one Ford supplies for the EL/AU engines, and to retrofit the earlier EA-ED's and XG's? Alternatively.... if not, do you know if the ACL Race series head gasket, for the OHC six, is an MLS composition?

Cost me $500 - $600, for a brand new bare head - aftermarket, through the engine builder I use. (a mate of my uncles) The NOS 91AA Head, was about $300 off ebay, still in the Ford box, and came with new standard valves, and sec/hand springs,retainers,collets - all of which I discarded.

On a side note, here's a nifty valve spring removal tool, for these heads - Read more about it here - http://www.boostedfalcon.net/viewtopic.php?f=3&t=7390&start=480&sid=2d6e2ea406b26b7b8dc5bb959a306da6 (note: you may have to sign up to Boosted, to view the thread)

So, in comparing the two OHC heads I've built - INTAKE - N. Standard P. Ported PB. Ported/Backcut Valves Aftermarket 91AA Factory N P N P PB Lift CFM 100: 69 - 71........ 56 - 54 - 58 200: 126 - 130........ 114 - 112 - 120 300: 178 - 190........ 170 - 174 - 176 350: 195 - 213........ 190 - 196 - 198 400: 201 - 222........ 204 - 213 - 213 450: 204 - 225........ 210 - 214 - 219 500: 198 - 228........ 213 - 222 - 225 550: 195 - 228........ 213 - 222 - 225 600: 195 - 228.... EXHAUST - N. Standard P. Ported Aftermarket 91AA Factory N P N P Lift CFM 100: 55 - 57........ 41 - 44 200: 90 - 95........ 74 - 77 300: 106 - 126........ 102 - 110 350: 108 - 144........ 112 - 120 400: 126 - 156........ 120 - 130 450: 130 - 166........ 126 - 136 500: 134 - 174........ 130 - 142 550: 136 - 176........ 130 - 148 600: 128 - 176........

Yep, all stock as a rock there.

My latest cyl head flow figures. This one started out as a brand new 91AA EB/ED cylinder head, and was supposedly ported (very lightly) to suit the cam specs as per below. It has - Crow 7339 90lb XR6 springs, Crow 11704 collets, Crow 12700 retainers. Pep Pro Stainless 1.615inch - 41mm inlet valves with 11/32 - 8.7mm stem Pep Pro Stainless 1.850inch - 47mm exhaust valves with 11/32 - 8.7mm stem It's going on my XG work panelvan which is a Dual Fuel 4spd auto, with 3.23 diff - ie, standard. I sure hope it turns out to be ok. To understand the flow sheet - The Range, is a specific sized orifice plate within the flow bench - ie, 100 = 100cfm orifice plate 200 = 200CFM plate, etc The Flow % is the amount of flow through that orifice plate, so 69% of 100 range, means it's flowing 69% of 100cfm which equals 69CFM. or 85% of 200 range = 85% of 200cfm = 170CFM and so on. Once the flow is approaching 100% through a certain sized plate, the operator steps up to the next size. Having the various sized orifice plates, allows for more accurate CFM measurements. 1. = before 2. = after porting 3. = after porting, and laying back the seat angle on the valves a bit more.

Is this head port job, anyone we know? http://performanceforums.com/forums/showthread.php?67289517-AU-ford-head-for-big-turbo-setup

This reminds me of the epic 'Tuckers Sump' thread on xfalcon. LOL! http://www.xfalcon.com/forums/index.php?/topic/26193-87da-eseries-sump/ I don't see why XW/XY wouldn't fit.

Here's a few to try..... Spicer Springs - Bayswater Vic - www.spicersprings.com.au Ram Springs - Thomastown Vic - Jacob Springs - Footscray Vic - Ram Springs, is an old school bloke with a small factory, a furnace, and a lifetime of skills.

So it cured all the Vibration issues? My EL V8 has a similar problem when accelerating briskly....... it gets to about 100km/h at 4000rpm under load, and the whole car starts vibrating intensely, but if I back off the throttle some, and just cruise along at 100, the vibe is gone. Only when accelerating and only over about 90-100 at about 4k. It's a strange one. Any idea's?

How much are the nylon odometer gears worth? I have to replace the gear, in an XE cluster I have. Of all the ones I've replaced gears in, XF clusters are by far the easiest.

I have a question for you VDO.......... on these clusters, the flexible odometer gear commonly perishes. I also know these clusters have the same odometer gear as Porsches and Rolls/Bentleys from the 1980's too. The only replacement gears I can find, are a loose fitting hard nylon. Where would I be able to get, an OEM style flexible odmeter gear? - such as is available for the XF-ED and VN-VS clusters.

+1, for either too higher wattage globes, or high resistance connections, which will also increase current draw. Get a hold of an ammeter or DC clamp meter, and start checking.

Follow up posts by DeanKDX -

Buy ur own..... LOL. (but seriously, it's worth the investment if you have one or two cars.) Here's the one I have - http://www.godfreys.com.au/steam-shampoo/carpet-shampooers/hoover-f6212906-agility

Doesn't pressure washing, just push the dirt through the material, and into the foam? I pressure wash car carpet..... works well, and use my mums cleaner/extractor machine for cleaning the upholstery and the carpet too. This is just from cleaning the drivers side footwell carpet, with the extractor machine.