Originally posted by whitey whats the last VW you did? not talking shit just saying, sailor knows his shit… i can think of 20 or more people on the vortex that double up their head gaskets and have nothing but good results some running 15psi all the time…
there is truth there…im not a big VW man, but still as a general thought, and growing up and building v8’s…double stacking is definitly teh :greddy:
also, i would be more impressed if it would hold over 20psi. I ran my conquest at 21psi for 2 months and it never missed a beat…on a 100k mile stock headgasket
Originally posted by whitey without the copper in the middle, i only know of a few that are running the copper in themiddle
well i could beleave that!!!sweet go for it!!!
Originally posted by vw16vcabby I DUNNO, I TUNED 2 16V’S ON STACKED HEADGASKETS. BOTH AT 300 AT THE WHEELS. IM SURE THEY WILL WORK ON HIS CAR AS WELL.
they didnt have the copper did they!!!
no, they didn’t have copper headgasket–they are a 3 layer headgasket each… 2 outer layers are metal, inner sandwhich layer is made of something else–i forget off hand. i have friends pushing upwards of 28lbs on 2 headgasket trick and race gas…
think about it…iron block…alum head… very few vw guys run it, dsm guys dont. iron does not exapnd/heat up like alum. does, or copper. so by combing 3 meal types w/ different heat properties, that in its own would be the weakest link.
now if he had iron block and iron head (v8) or alum. block and head–then yeah, i would say go for it. but w/ the iron block, alum head, and no o-rings, no way… especially since the 2 headgasket trick has been tried and proven–no need to reinvent the wheel.
Originally posted by vw16vcabby WHAT HAVE U EVER BUILT THAT HAS RUN GOOD NUMBERS? AND IM NOT TALKING ABOUT WHAT UR DAD BUILT.
I’ll be honest, my dad has helped fund some stuff, but i’ve build everything I talk about. I’ve spec’d out every part down to the degree’s of MY nova’s camshaft.
The fastest import was probably a black b16 sol with dual exhaust and a greddy kit. He’s had one dyno tune at Ed’s in allison park that i did not get to participate in and it was 3xx + some HP to the wheels. :finger:
i’m not about to say that i know anything about buiding vw’s but i’ve thought about double stacking gaskets just to do it and turbo a car for a beater. but in no way would i do it on a car i even remotly plan on driving as my only car. i would suggest doing it the right way with some pistons to lower it rather than putting a bandaid on the problem.
Originally posted by BlueMeanieTSi i’m not about to say that i know anything about buiding vw’s but i’ve thought about double stacking gaskets just to do it and turbo a car for a beater. but in no way would i do it on a car i even remotly plan on driving as my only car. i would suggest doing it the right way with some pistons to lower it rather than putting a bandaid on the problem.
i understand what you are saying and i do plan on building my engine, but this will be the bandaid fix till summer unfortunately…
just talked to a guy on the tex that did the same setup and drove his car for 20k and had no problems what so ever, the key is to keep the boost low… their are plenty of cars that do the same thing and are every day drivers. so hopefully it should work well with me
i have a line on a complete short block w/ forged rods and pistons. obviously i wouldn’t need the pistons-- they are a 9-1 je’s. with my head, it would be 7-1 c/r. if your interested, and if i buy the block, i’d sell u the pistons.
firstly…why the desire to lower the compression? If it is for a turbo this idea of stacking is pretty bad. The addition of stacked gaskets created more room for leakage, remeber the head gasket has to make 2 kinds of seals, one for the water jacket and one for the cumbustion chamber… Additionally the head bolts/studs will be too short for proper holding (can be fixed with repalcements from some place like ARP). If you plan to turbo charge or supercharge this car the idea of stacking the gaskets is especially bad. These apparatus invoke huge increases in stress levels and can blow out even perfect single gaskets in many cases. I would highly advise against this. Shell out and get a single gasket made for this purpose if you are on a stirckt budget. Otherwise, the proper fix to lower compression is a set of low compression pistons, but that can get pricey quick. Where i am from unless you plan some kind of forced aspiration, higher compression is more desireable anyway. My suggestion to go fast with the 2.0 vw is to ditch it if you are serious. It is a dinosaur in the import world. the 1.8t has much more potential. But there again $$$.
yes, he is going forced induction. and i would rather run a stock motor 2l aba 8v on stock c/r (10-1) than a 1.8t-- it is all in the tune… i’m not a fan of the 1.8t, and i know i could properly setup a stock 2l aba motor and have it hold together on 10-1 and higher boost–all in the tune, which is what whitey lacks—he is on stock fuel system w/ bandaids–i.e. fmu and injectors etc.
but the 1.8t im deff not a fan of–over priced. i hope the new 2l 16v is designed better
also, the headstuds–both arp and stock— work w/ stacked gaskets. obviously the arp’s are more desireable as they will not stretch like stocks. it is not like you are adding a good bit of thickness to the overall headgasket… i’ll mic a compressed one and tell u how much it is… not alot.
granted, forged slugs are ideal if money is there, yet you dont need forged. I can show you a good bit of stock internal cars that are running mad numbers. It is all in the tune.
i would drop the $ on a fuel system over slugs… it is cheaper to replace a stock block/pistons than it is forged slugs. 1st turbo motor you burn it up learning on–that is a given. no need to “learn” the limits on a forged/built bottom end.
i’ve been looking at these folks for a copper headgasket, i know they make them for my engine, and i’ pretty sure they’d have one for you or they could make one up in what ever thickness you want.
