So i have read about this on many other forums and it seems to be a viable solution for people who supercharge or turbocharge their cars - after having head gasket problems. No one has ever broached this subject here so I assume it is not a solution for the type of head/block/compression ratio etc. that we are dealing with here? Maybe it's an engineering thing - not enough room or proper materials?
i've heard of it being done on a 968 engine. i can't say it's needed. my builder said it was completely unnecessary.
if the surfaces are flat, and you aren't detonating, then there is no reason to think this would be needed.
i am running HIGHER than stock compression, and boost up higher than the standard kit. i have no reason to expect any head gasket issues.
Reading between the lines, was I detonating? <img src="/forum/images/smilies/968/rolleyes.gif" class="smilie" alt="" /> Could you smell it from where you are? <img src="/forum/images/smilies/968/laugh.png" class="smilie" alt="" />
The head on my former 968 was milled 11.6 CR, Ported/Polished, O-Ringed, titanium retainers, valve springs good for close to 9K RPM before seeing valve float, and a 3-Angle valve job. All work was done by Powerhaus. O ring is overkill for my application, but the head was already being done....so why not? Some extra safety never hurts.....especially when the motor was spinning at 7,800RPM.