Pics of Plug Trauma (and Famous Ticking)
#31
06-07-2002 | 09:14 PM
Senior Member
Joined: Apr 2002
Posts: 302
Likes: 0
From: Rockland County NY
Anti-seize paste is sold at any auto parts store.
They make 3 kinds, but this is the copper type:
http://www.permatex.com
Permatex® Copper Anti-Seize Lubricant
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A premium quality copper anti-seize and thread lubricant that may be used to prevent seizing, corrosion and galling where high temperature conditions exist. Contains a high percentage of micro-fine copper flakes in a semi-synthetic grease carrier and is fortified with high quality rust and corrosion inhibitors. Temperature range: -30°F to 1800°F. Provides good electrical conductivity. Meets Mil Spec #907E.
Suggested Applications:
Spark plug threads installed in aluminum, exhaust manifold bolts, engine bolts, oxygen sensors, knock sensors, thermostat housing bolts, fuel filter fittings, and battery cable connections
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P/N Container Size Pack
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09128 8 oz. brush-top bottle 6
31163 16 oz. brush-top bottle 12
09126 1 oz. carded tube 6
They make 3 kinds, but this is the copper type:
http://www.permatex.com
Permatex® Copper Anti-Seize Lubricant
--------------------------------------------------------------------------------
A premium quality copper anti-seize and thread lubricant that may be used to prevent seizing, corrosion and galling where high temperature conditions exist. Contains a high percentage of micro-fine copper flakes in a semi-synthetic grease carrier and is fortified with high quality rust and corrosion inhibitors. Temperature range: -30°F to 1800°F. Provides good electrical conductivity. Meets Mil Spec #907E.
Suggested Applications:
Spark plug threads installed in aluminum, exhaust manifold bolts, engine bolts, oxygen sensors, knock sensors, thermostat housing bolts, fuel filter fittings, and battery cable connections
--------------------------------------------------------------------------------
P/N Container Size Pack
--------------------------------------------------------------------------------
09128 8 oz. brush-top bottle 6
31163 16 oz. brush-top bottle 12
09126 1 oz. carded tube 6
Last edited by LightningTruck; 06-08-2002 at 08:28 AM.
#32
06-07-2002 | 09:30 PM
Senior Member
Joined: Apr 2002
Posts: 302
Likes: 0
From: Rockland County NY
Originally posted by BMWBig6
A helicoil on the old head? (That's already off for good.) Or you mean 8 helicoils for all the plugs on the new head?
I'm wondering if some kind of magic sauce would help the threads too... does anyone apply anything special to their plugs?
A helicoil on the old head? (That's already off for good.) Or you mean 8 helicoils for all the plugs on the new head?
I'm wondering if some kind of magic sauce would help the threads too... does anyone apply anything special to their plugs?
The thread paste protects the threads by lubricating them and won't "glue them" in place.
#33
06-07-2002 | 09:55 PM
Senior Member
Joined: Apr 2002
Posts: 302
Likes: 0
From: Rockland County NY
Re: On porting heads...
Originally posted by '99 White Lite
When porting heads on a naturaly aspirated engine, you normally see substantial performance gains. When porting heads on a positive displacement supercharged engine, you won't see much change at all. At least not enough to make it worth the effort unless your searching for a few hundreths.
Your engine airflow is dictated by your supercharger rpm and inlet restriction. Power is a function of airflow and accesory drag. Nowhere is airflow effected by anything downstream. The only thing you do when porting the heads is decrease the downstream restriction which reduces the power consumed by the supercharger. But its such a small amount it hardly seems worth it. Its the same reason all the exhaust systems don't seem to really do anything. Even the longtubes aren't as effective as they would be on a nat. asp. engine.
Learn from all of the 4.6 2-valve mustang guys. They bought the SVO supercharger kit, but it wasn't enough. So they dropped 2 grand on SVO heads, and didn't hardly pick up anything.
When porting heads on a naturaly aspirated engine, you normally see substantial performance gains. When porting heads on a positive displacement supercharged engine, you won't see much change at all. At least not enough to make it worth the effort unless your searching for a few hundreths.
Your engine airflow is dictated by your supercharger rpm and inlet restriction. Power is a function of airflow and accesory drag. Nowhere is airflow effected by anything downstream. The only thing you do when porting the heads is decrease the downstream restriction which reduces the power consumed by the supercharger. But its such a small amount it hardly seems worth it. Its the same reason all the exhaust systems don't seem to really do anything. Even the longtubes aren't as effective as they would be on a nat. asp. engine.
Learn from all of the 4.6 2-valve mustang guys. They bought the SVO supercharger kit, but it wasn't enough. So they dropped 2 grand on SVO heads, and didn't hardly pick up anything.
An engine combination must be considered as a complete package from the air filter to the exhaust tips. Just improving one part without considering the other parts is foolish. Many small improvements from one end to the other all add up in the end.
Obviously the SVT guys did their homework and have improved upon all the parts, within the limits set forth by CARB, FORD etc.
Porting cylinder heads is NOT supposed to be like installing a NOS system
